A Memorial Day weekend spent behind the wheel in the Club's SL55 AMG was indeed just that, memorable. It had been a good 12 weeks since I last had a good dose of excess horsepower (in Sportiva's Corvette) and I was itching to explore this luxo hauler's road habits. In three days I figured I'd find out just how civilized or bad-assed this horsepower laden roadster's personality really was.

Forty eight hours later I'm thinking that perhaps AMG stands for Almighty Mighty God - because you that's whose hand I thought was shoved in my back at every throttle application. At one point, the thought crossed my mind to place a piece of tape over the warning light in the speedo that indicates a loss of rear wheel adhesion - it's constant winking was getting a bit annoying. (I never even considered turning traction control off!).

In researching a few facts and figures for this blog post, I came across a paragraph about the SL55's prodigious output upon it's 2002 debut (is it already that old? - I tried to track the source but found over 20 websites using it).

"The supercharged V8 engine in the SL55 AMG makes it the most powerful Mercedes passenger car on the market. The new 5.5-litre powerplant develops a remarkable 350 kW/476 hp and generates maximum torque of 700 Newtonmetres as low as 2650 rpm. This level of torque is available up to 4500 rpm. The end result is awesome performance on tap at low revs and unsurpassed elasticity under acceleration in any gear. The SL 55 AMG covers the sprint from 0 to 100 km/h in just 4.7 seconds and reaches an electronically limited top speed of 250 km/h. These imposing engine data power the new SL 55 AMG to the top of the eight-cylinder roadster segment worldwide in terms of performance and torque."

Guess that summarizes what's under the hood - there is no doubt that 700 Newtonmetres lurk there as the power is truly awesome, and when put to use in ample quantities is accompanied by an extremely pleasant rumble that speaks volumes about what's happening. Goosing the throttle is somewhat akin to leaving jet wash from a 757 wherever you go.

The overall the driving experience was positive - I was impressed with the ride qualities, it wasn't in the least bit skitterish in the tight corners, had zero bump steer, and exhibiting amazing grip with poise and balance that belies its hefty curb weight of 4300 pounds. But there were more than few aspects that left me wondering if north of $125K might be better spent elsewhere. The incredible surfeit of electronic controls and adjustments left me thinking that they were just more things to break - if owned this car it might take me weeks to find the optimal seating position from the myriad combinations possible (among the choices - lumbar support pulse). Then there's the incredibly complex top, whose creak and groans when closed would be totally unacceptable in car costing half as much.

One question I always ask myself after an outing with a Club car is, would I consider ownership? Hmmm, no. Was it fun? A definite yes. Would I take it out again? Yes, if the 30K service brings ALL the systems up to snuff. But owning one? I really won't go much further than to say that its already dropped $60K in depreciation, and it's falling in value as fast as a gallon of premium is rising. And if you own a 700 newton meter beast, you have to feed it - often. That said, I had a blast driving it and would highly recommend a weekend in it for any Club member. This is why I belong to Club Sportiva - so I don't have to own one to experience it.

Labels: AMG, SL55

Design and style are obviously very subjective. I talk to hundreds of people about cars on a regular basis, so I have a continuous barometer on the pulse of car design. I hear from two camps about the Ferrari 599 GTB. One group says it is a spectacular design and the other contingent says it is a drab design that was borne in the wind tunnel and lacks inspiration. Many felt that after Pininfarina's arguably lack-luster and unimaginatively designed Ferrari 612 Scaglietti that the Ferrari 599 GTB needed to set some new benchmarks. Hmmm...which side of the fence do you sit?

My first impression, based on magazine photos a year ago, was that the car lacked the visual punch that I expect in a Ferrari. I initially found myself in the camp with the disillusioned. That quickly changed as the complexity of the curves became more familiar to me. After seeing my first two or three 599s in person, I really began to like the design, without doubt. The red over tan car shown here is owned by Walt L. who I appreciate letting me get some good photos.

We had a custom painted two-tone burgundy over gray Ferrari 599 GTB with the same custom colors tastefully and creatively integrated throughout the interior leather on display at Club Sportiva for our Members' viewing pleasure as the car was on its way to the festivities of Pebble Beach in August 2007. That was the first 599 GTB I was able to sit in, study closely and blip the throttle. Blipping the throttle helped. ;)

I think the folks in the camp who argue the 599 GTB is an aerodynamic blob and is related to a boring Toyota Corolla feel the same way about many of the modern cars today. And sadly, they are observing the reality about how aerodynamics are now a vital component of design and CAFE regulations for fuel efficiency. But with that fact, recognizing that things are not going to change, I propose they embrace the modern designs and enjoy the cars instead of writing them off as bland and soulless.


There are a few interesting and unique design points worth pointing out on the Ferrari 599 GTB. First, the flying buttress aerofoil integrated as an appendage to the B-pillar. At first sight, it took me a while to envision what the aerofoil was doing visually, but I think these photos capture it well. No other car to my knowledge uses this design...yet. It accomplishes both airflow management and flamboyant Italian style simultaneously. This Pininfarina design cue will be notable in history as unique and I suspect copied by others.

The single tail light is very different for Ferrari. Aside from the 348 and Testarossa, Ferrari has predominately used dual twin taillights for about 30 years. Historically, Ferrari has had three lamps per side, occasionally one on top the other the occasional rectangle and now and again, a single lamp per side. In this case, I think Pininfarina was looking to try something new and daring without feeling retro. On such a wide car, there is certainly room for the traditional dual twin tail lights. It looks more elegant and less sporty, which works on a big front engine V12. It is pulled off well, however much it stands out as not your typical Ferrari design. Speaking of forging new design territory, the brand new Ferrari California just announced (see my May 13th post about the all new Ferrari model) also integrates a single tail lamp configuration, so now we see a new design trend at Pininfarina.

The curves of the front bumper add character to the front of the car which are unique these days. The 599 GTB follows the 612 Scaglietti lead on this cue with a point in the bumper ahead of each headlight housing. It looks very well integrated and adds an exciting degree of character to the 599 GTB without being over dramatized, like the pointy nose of the Enzo or McLaren SLR. Again, a special design cue subtly integrated without the racy flamboyant flair of the V8 series.

The interior is also pretty trick. From the carbon fiber reinforced race seats with Daytona seat stitching to the tasteful carbon fiber integrated dashboard which uses a lot more carbon fiber than the F430. The 599 GTB is certainly not a boy racer and the interior appointments differentiate it well from its attention-hungry V8 little brother, the F430.

One annoying factor for the Ferrari 599 GTB is that due to low production volume (combined with high demand), they are essentially impossible to buy currently without either spending a $200,000 premium or being one of the lucky few to be "on the list" with your local dealer. At Club Sportiva, having bought a new F430 and a pre-owned Maserati Quattroporte from our dealer, I still can't even get "on the list." If you aren't "on the list," that means you will be paying $200,000 extra in the after market to get a pre-owned 599 GTB. Yes, that means $500,000, so you better really enjoy the car to spend those maddening sums. As production grows and supply catches up to pent up demand, the premium will lessen, but will likely remain a sizable figure for those well-heeled enough to afford a $350,000 exotic.

When I have driven the Ferrari 599 GTB, there will of course be an additional blog post. And sometime before long, Club Sportiva will add the 599 GTB to its Collection. That will be a treat for all of us, especially the Members who have access to enjoy such a high-flying Italian beauty!

Labels: Club Sportiva, exotic car share club, F1 transmission, Ferrari 599 GTB, Ferrari 612 Scaglietti, Ferrari California, Ferrari F430, front engine V12, Pininfarina

You know those words have come out of the mouth of an owner when he got home...a massive understatement, certainly. Here are a few photos of those lousy drivers who didn't have the skills or brains to keep their cars on the road.

This topic will become a monthly series, so keep an eye out for regular updates. ** This blog post series isn't an encouragement for reckless driving, but instead a good hearted mockery of those dumb enough to get in such a predicament. Thanks to wreckedexotics.com for the photos.

Labels: Lamborghini Murcielago, wrecked exotics

A couple weeks ago I was contacted by fellow blogger Will Boehlke to do a post on his blog about Club Sportiva. Will runs a very cool blog about classic men's apparel called A Suitable Wardrobe. He stopped by for a tour and an interview. We hit it off well. His site covers a variety of topics from custom tailoring, shoes for various occasions, style tips of ties and everything in between.

Many people might say Will should be based in New York City with his penchant for proper attire instead of here in casual San Francisco. But, he's found he can make a mark on San Francisco and now calls it home. Will dedicates a lot of effort on his blog posting daily with a readership across the world.

His blog gets tens of thousand of hits a day, something Club Sportiva aspires for, certainly. Ours is popular, but not measured on a daily basis like that! Here is the link to the post Will did recently about Club Sportiva.

Hopefully, he will do another post in the future as well, since automobiles are an extension of one's wardrobe! I think I can successfully make that argument. Here is a link to the post that Will made about Club Sportiva on his blog in May.

Labels: ASuitableWardrobedynend.com, Club Sportiva, exotic car share club, men's classic apparel, Will Boehlke

Having driven two 2004 Lamborghini Gallardo coupes extensively, both with e.gear, I had a pretty good idea what to expect with Club Sportiva's 2007 Lamborghini Gallardo Spyder but I was looking forward to trying the manual transmission. Even with a high bar set, I was actually surprised at how well the car drove. For starters, as you walk up to the car, it is truly a stunning, aggressive and beautiful design. The upgraded Calisto rims are like artwork. I prefer coupes over convertibles, but even losing the roofline, the Spyder still looks stunning. You will get a lot of thumbs up and hoots while in the car, more so than in a red Ferrari because the Lamborghini Spyder lacks some of the assumed pretentious reputation of a Ferrari.

A couple things jumped out as improvements and surprises. First, the six-speed manual transmission is really incredible - it is smooth and easy to operate. While I had enjoyed the e.gear paddle shifted transmission on the Murcielago and the two Gallardos I have driven, the Lamborghini six-speed manual is a pleasure to drive. It is effortless, well balanced, with short throws and without the notchy, gritty-ness I feared. From the very first shift, there is no anxiety while rowing the gears. Blipping the throttle to match revs helps on down shifts certainly but up shifts too. The flywheel is so fast that revs drop quickly and a little spurt of the throttle helps smooth the clutch engagement while sounding glorious to boot.

The Ferrari and Maserati manual gearboxes require a little focus and attention and some patience. The Ferrari gearbox has historically been tough to shift from first to second while cold, even on the new F430, though greatly improved over previous V8s. The Gallardo manual doesn't suffer from this. The Ferrari manual is also a bit finicky and requires some finesse as the shifter gnashes its way around the famous Ferrari gated shift pattern. The Lamborghini also uses a gated shift pattern but curiously doesn't make the metal-on-metal gnashing sounds that so often happen on a Ferrari as the shifter's shaft rubs the metal gate. A minor point, sure, but a pleasant surprise on the Lamborghini (they have evolved so much from the days of the Diablo and Countach). I suspect some Audi involvement has intervened here, but as long as the gearbox is perfect, that is what I want.

The stock 2007 Gallardo Spyder exhaust is more high-strung than the previous deep growling V10. The angrier exhaust note is welcomed and sounds better. From idle to redline, the note is more stirring than the previous Gallardo tune. As the revs climb, it really opens up to a wail at around 4,500 rpms and just gets better from there. It lacks the world renowned Ferrari shriek, as it should, or else it would be a copy cat. Lamborghini did a great job of enhancing the exhaust note while keeping it clearly distinguished from Ferrari. While driving around, you can't help but goose the throttle over and over to hear the V10 bark. There is nothing better than being constantly reminded of the massive engine behind your shoulders than to hear the menacing exhaust note, regardless of your gear selection.

The acceleration and grip is phenomenal. Lamborghini goes with the AWD system that adds 300 pounds, but in exchange, it gives the car's driver a sense of invincibility in the corners. With 520 hp (up from 500 hp), you want, make that need, to put the traction to the road and Lamborghini does that well. No scary, twitchy handling during most driving. However, when the rpms are over 5,000, the throttle is very sharp and responsive, allowing the slightest peddle input to have the maximum response. At idle and low speeds, this response is the opposite - the throttle is numb from a stop or at low speeds, which evidently helps prevent you from errantly launching the car into (and under) the vehicle directly in front of you.

The seats are a bit better too. While I will need a longer stretch behind the wheel of the Spyder, the 2004 Gallardo seats were quite uncomfortable after an hour, making longer trips less than ideal in an otherwise great car. I think a couple minor seat adjustments have resolved this. If not, there will be another post... The interior is great, with solid ergonomics and cool yellow stitching everywhere you look.

Over all, the Gallardo is a great exotic car and Club Sportiva's Members have a thrill ride awaiting them. Sure, it costs $2,000 to have the side mirror replaced if you knock it loose, and maintenance is expensive, as are all exotics, but the Gallardo Spyder is an unforgettable drive with a magical charm you won't be able to shake. I think I'm in love, again.

Labels: Club Sportiva, Driving experience, e.gear, exotic car share club, Lamborghini Gallardo Spyder, V10

We did this a couple months back. At that point, there were two challenges to fill our garages on a budget with a few constraints to keep it interesting. I suggested a three car garage with $300,000 to spend and another three car garage with "only" $150,000 to spend. This time around, I will suggest two challenges with a different twist.

Dream Garage Challenge #3
You have four parking spaces to fill in your garage. You have $500,000 to spend in total on four cars and no single car can exceed $300,000. At least one car must be a four door sedan. Cars can be new, pre-owned or classic. What are they going to be this time?

My Dream Garage choices:
My daily driver - Audi RS4 - grey over red leather (new, $70,000)
Significant other's car - BMW 335xi (new, $50,000)
Fun weekend car - Lamborghini Gallardo Superleggera - orange (new, $225,000)
Other toy - Porsche 911 GT3 RS - lime green (new, $150,000)

Dream Garage Challenge #4
You have four parking spaces to fill in your garage. You have $1,000,000 to spend in total on four cars and no single car can exceed $700,000. At least one car must be a four door sedan. Cars can be new, pre-owned or classic. What are they going to be?

My Dream Garage choices:
My daily driver - Bentley Arnage T Mulliner - titanium over cabernet hides (2007, $200,000)
Significant other's car - Maserati Quattroporte - navy over navy leather (new, $130,000)
Fun weekend car - Ferrari 430 Scuderia - red (new, $275,000)
Other toy - Porsche Carrera GT - titanium over terracotta leather ($400,000)

Weigh in now with your choices! It is tougher than it looks... Comments please.

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

Not everyday is filled with the joy of driving a Ferrari or Lamborghini, even for those of us here at Club Sportiva. My BMW was in the shop for a couple days this week for a dent repair at Chilton Auto Body in San Carlos and the onsite rental company (Enterprise) didn't have a Maserati or Lotus for me to use, so I got stuck with a lovely Nissan Sentra.

What is the upside, I ask myself? Well, a reality check, I suppose. It had been at least a few years since I spent time behind the wheel of a $17,000 econo box, so this was a good adjustment. At least, I've convinced myself of that. It was only four thrilling days with the Sentra, but it brought a new appreciation of the cars Club Sportiva is blessed to provide its Members. To say the 140 hp 2.0 liter engine is anemic is an understatement. It floats down the interstate like a brick thrown underhanded. It is darty. It is flimsy. The seats hardly adjust. It doesn't have power locks. Oh, I've become spoiled...but I did learn to drive on a Sentra 20 years ago.

To make matters comical and more disparate, on Thursday, I drove the Ferrari F430 to work for a meeting in Silicon Valley and later that same day drove the Nissan Sentra home. Talk about one extreme to the other. Rags to riches with a $213,000 price delta. Power trip to rotten roller with a 353 hp difference. Champagne to PBR on tap. You get the point.

At least today I get the BMW back from Chilton Auto Body! Chilton is Club Sportiva's authorized body shop for those unfortunate occasions when a wrinkle needs smoothed out.

Labels: Chilton Auto Body, Club Sportiva, exotic car share club, Nissan Sentra, rental car

For everyone who is a Member of Club Sportiva and has ever wished they could reserve a hot sports car online from anywhere in the world, well, this is your lucky week. Our brand new, custom-built, proprietary Member database (yes...we are damn proud of it!) went live on Wednesday morning and the database lit up with activity immediately.

We've already had over 100 Members visit the site in less than 48 hours and Members have made over two dozen online reservations with a couple simple clicks of their mouse. And best of all, no glitches!! How cool is that?


Members, please continue logging in to check it out. For everyone else, join the Club or you'll continue to be on the side lines while everyone else has all the fun. ;)

Labels: Club Sportiva, exotic car share club, member database, member login, online database, reserve online

The news finally broke. As much as Ferrari management had denied it for months, a planned announcement later this week that a new and unique Ferrari is coming was trumped today when photos hit the web a week earlier than anticipated. Leaked photos have become common lately with the internet playing a more active role in disseminating information, and lighting fast too. This post is perfect proof of how quickly the word spreads ahead of printed publications.


The new Ferrari is called the California. It will be unique in several ways. It features a folding hardtop, a seven-speed dual clutch and will be produced in higher numbers that the current F430. It will have a 460 hp 4.3L V8 front layout with a bent towards grand touring tuning instead of the raw, racy edge of the F430. The single lamp taillights indicate Pininfarina's new design direction, like with the 599 GTB; a break in the twin taillights over the past 30 years. This will be an elegant and easy design for people to accept, whereas the stacked exhaust pipes (as with the Lexus IS F) may take longer to be loved.


This new Ferrari will be priced essentially where the F430 is currently, if early indications hold true. That will push the Ferrari F430 up a rung on the Ferrari totem pole. The term "Dino" was thrown around a lot, indicating a "lesser" Ferrari. From the looks of this beauty, this is a real Ferrari and with the price in the $180,000 range, it is no discounted car either!


Anytime a new Ferrari is announced, it is a big deal. It is an even bigger deal when the new Ferrari is an entirely new line. The F430 replacement is certainly coming, but the California isn't an evolution on an existing car, but an entirely new line. A good day indeed in the automotive world!

Should Club Sportiva get one? I think I know the answer...

Labels: 7-speed dual clutch, all new, breaking news, Club Sportiva, exotic car share club, Ferrari 599 GTB, Ferrari California, Ferrari F430, folding hard top, stacked exhaust pipes, V8

Can a Lexus be exciting to drive on a twisty road? Is a sporty Lexus really just an oxymoron? The all new Lexus IS F is getting a lot of press for Lexus and many enthusiasts like me are wondering if the IS F a creative marketing ploy or is it the real deal? So with that in mind, I thought I should get some wheel time and share the experience first hand.

A Member of Club Sportiva took delivery of his IS F about two months ago, which he was told was the first in California when it was delivered. Alain M. allowed me the honors of experiencing his new Lexus IS F for a couple days. I have to give Alain credit for immediately taking his car to Laguna Seca for a Club Sportiva track day when he had just enough miles for its break-in! That is one happy Lexus. It now has about 3,000 miles on it, so Alain is enjoying every mile...

Based on my seat time, in a nut shell, the Lexus IS F is a performance sports sedan with a bent towards luxury. It is hands down the sportiest and most fun Lexus yet, but that's not saying much based on Lexus's traditional position as a faultless and soulless point A to point B automaker (what makes J.D. Powers and Associates happy doesn't always please the car enthusiast).

At 70 mph in eighth gear (yes, 8th) you are loafing at 1,900 rpms with no grunt whatsoever, but certainly helping you get better gas mileage. At 70 mph in third gear, you are at 5,900 rpms with plenty of immediate power to accelerate hard with ease. When getting on the gas hard when the revs are over 4,000 rpms, the engine makes a very non-Japanese sonorous bellow that isn't Lexus-like. It is lively and a bit Italianate in the tune (yes, I am serious) it belts out loudly but you've got to get on it to encourage the exhaust note. It also freely and happily revs all the way to the red line without a hint of protest. As you approach redline, you get an audible warning allowing you time to shift without having to look down at the tach or without hitting the abrupt fuel cut off.

The engine doesn't have as much low end grunt from the line as I would have expected for a healthy 5.0 liter V8 with 416 hp and 371 lb/ft of torque, but it quickly gets more brutal as the revs increase. The words brutal power and Lexus have never been used in the same sentence and this is a certified first time...and a good thing. But know that the power is polished, smooth and predictable, not raw, ragged or peaky. The steering is quick and sharp, but it is certainly filtered through the car's computers before reaching your fingertips gripping the steering wheel giving it a bit of a numb effect.

One of my favorite surprises was how much more the auto gear box is designed for enthusiast driving when set in manual mode than was the original IS300 I've driven. The previous IS in 2002 with 215 hp I'd driven in both automatic and the rare 5-speed manual transmissions. The original automatic set to manual toggle mode was constantly overruled by the authoritarian software program. It was really annoying and not worth shifting because you rarely got it to react, for it was permanently set in "no-fun" mode. Now, in Sport Direct-Shift mode, it is far better and more interesting to use. Kudos to Lexus for allowing the driver to have some control.

One knock I have to point out is the fake vent behind the front tires. Why bother? Make the vent go somewhere, otherwise it is nothing more than a cute little design someone thought up in the studio. It also has a regular steering wheel that I wish were sportier and meatier to match the brawn of the rest of the car. A few cool highlights worth pointing out include a unique trim that looks like silver carbon fiber weave. It also has speedo and tach needles in brilliant blue that really look cool, especially at night. The seats are also deeply bolstered unlike most sedans. Also, the stacked twin exhaust tips look better in person and less forced than in photos, fortunately.

At about $60,000 with a couple options (Navigation, Mark Levinson sound, rear camera, Bluetooth), it is a very worthwhile and significant car. I could see tooling about in the IS F as a daily driver, as Alain gets to do. I am very much a fan of pushing performance to its limit. I'd say the IS F represents Lexus in a way that has some of its executives cowering in fear for what beast they green lighted. I believe all enthusiasts will appreciate their daring.

Thanks Alain for giving me a chance to experience the car and to share with others. Comments welcomed. What other cars should I write up?

Labels: Club Sportiva, exotic car share club, four door sports car, Lexus IS F, Mark Levinson, sport direct-shift, sports sedan, V8

Porsche vs. Porsche, or more aptly, big Porsche vs. little Porsche. Which is better? Which is a better value? Which is a better performer? Which do you prefer? Which would you drive? All good questions.

The comparo is run using one of Club Sportiva's vehicles, the 2006 Porsche Cayman S, in Member-approved yellow. The second is a 2006 Porsche 911 C4S Cabriolet provided by one of us at Club Sportiva who uses it as a daily driver. The Cayman S stickered at $63,000 and the 911 C4S Cabriolet windowed at a whopping $112,000. For starters, the Cayman S takes the lead straight out of the gate based on the price/value equation. At an eye-popping $112,000, we are talking exotic car territory...well, no longer these days, I guess.

Styling? It is tough to call which car is better. This is very subjective. Each car has strong attributes. The Cayman is a newer, fresh design, whereas the 911 has amazingly evolved for over 40 years. The 911 has meaty rear tires that look aggressive and the new headlights recall the ever-popular and timeless 993 911. The Cayman shares the beautiful and curvaceous rear haunches with the Boxster, which harkens back to the 550 Spider. I also like the fact that you can raise the rear spoiler on the Cayman, even when parked, as it looks cool, as though it should still be in motion. I'd say styling between them is a draw, based on very individual preferences (see my 911 dead end design post on April 1st). For me, I'll take the Cayman by a hair.

Exhaust and engine note? Without even driving the cars, I'd assume the prize goes to the sportier 911 and this assumption holds accurate in practice, as well. The 911 has a snortier exhaust note that borders on a raspy growl that just sounds mean at idle and gets better under revs. The Cayman has a good rasp but lacks some of the grunt at idle. Under acceleration, with the mid engine inside the cabin, the engine blends out the exhaust note for the most part. The one disappointing thing on both Porsche's exhaust is that the sound is superior from outside the car, which means the driver gets the least gratification from the ordeal. The engine note is, however predominant, which is a good thing in my book.

Road holding? The Cayman is tremendously well balanced due to the mid engine configuration and the rear drive layout gives the car some edginess that fills the gaps left by missing torque. The 911, in this case being AWD, has an intuitively planted feeling that offers the driver a sense of invincibility, even with the rear engine layout that would otherwise taunt the driver. In a corner, you can continue to gently press the gas and at the turn's apex, hit the gas hard. You couldn't drive that way in a Cayman and certainly couldn't do it in a C2 911. Choosing one over the other is tough. Which is better, the Cayman's agile balance and svelte finesse or the 911's gobs-'o-grip in the twisties? I love both car's features, but would choose the sure-planted AWD of the 911 over the lithe Cayman. Because this was a close one, I am sure I will contradict myself as some point since I am generally a bare bone, raw, agile sports car guy and here I am choosing the heavier 911 C4S for its grip.

Power and torque? This is a no-brainer. The 911 C4S wins hands down, as you would expect and as Porsche engineers carefully planned it. The 911 has a lot of grunt and power that makes it a thrill to drive. The Cayman S, on the other hand, is more a revver that requires you to row the gears a bit to get the grunt needed. This isn't to say the power band isn't easy to find with 295 horses on tap, it just isn't like the 911 with 355 horsepower.

Interior? The Cayman radio blows. And it is worse at night finding the preset buttons, which is stupefying. I would ordinarily say the true enthusiast shouldn't even turn on the stereo, as in any Ferrari or Lamborghini or a Lotus Elise with Stage 2 exhaust, but...since the exhaust is muted from the cabin and the famous Porsche engine note is refined, stereo use is permissible. Porsches are great for ease of ingress and egress, 360 degree visibility, seat comfort and position and generally good ergonomics. As simple as this sounds, Porsche has always done an excellent job of balancing the sporty driving nature and styling with the drive-ability of an everyday car. Both cars share a strong family resemblance and jumping from one into the other is simple. I'd take the uprent 911 interior.

Other features? Both gear boxes are great. They are crisp and direct, if not joystick-like in their action when flicking through the gears. Reliability? We've had zero problems that weren't easily covered by warranty with either car in the past 12-15 months since new. Wow factor? Well, in California, practically everyone has a Porsche, so you see them on every corner; so neither car is a unique sight - which is a great endorsement for living in California.

Final thoughts? Porsche has done an excellent job perfecting each car to excel in its performance category without overlapping with the other. The Cayman S is without doubt the little brother. The Cayman S leaves me yearning for more from the aspects of torque, exhaust note and the planted AWD option. Because of its price, significantly less than the 911, I am willing to forgo those attributes for an otherwise incredibly well balanced sports car. The 911, on the other hand, provides a more full-tilt sports car experience with its performance but comes with a heftier price tag.

Regarding the Cayman, it is hopefully only a matter of time before Porsche comes out with a club racer version that is louder, lighter, even more raw, with a dab of extra juice to motivate the car. That is the Cayman I will order for Club Sportiva. Then again, the Cayman I'm dreaming of here might bump into the 911 and begin to cannibalize its sales - so we may not get to see this uber-Cayman, like I hope.

Porsche has done an excellent job ensuring the Cayman will never be viewed in history as the undesirable dog that the Porsche 924 is remembered or the fading memory of the mid-pack Porsche 944, as it has proven to be over the years. The Cayman has likely, already, cemented its reputation as a true Porsche for the books and the 911 continues to forge ahead with its evolution, now several generations old.

It isn't an easy choice because the two cars are both winners that really aren't competing with one another. Give me the 911, even for the price difference. The Cayman is really just the starter car for the person who isn't ready just yet for the 911. Try them both out back-to-back with a car share club and see what you think! Feedback welcome.

Labels: car comparision, Club Sportiva, exotic car share club, Porsche 911 C4S Cabriolet, Porsche Cayman S, sports car