24/7 Sportiva

What's parked in my Dream Garage

2008-05-17T09:22:00.000-07:00

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.

What is Torbin driving today?

2008-05-16T11:58:00.000-07:00

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.

Member online website goes LIVE

2008-05-15T21:19:00.000-07:00

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. ;)

Brand new Ferrari model revealed today

2008-05-13T11:32:00.000-07:00

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...

Lexus IS F: Is it the REAL deal?

2008-05-11T13:47:00.000-07:00

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?

My take: Porsche 911 C4S vs. Cayman S

2008-05-05T15:25:00.000-07:00

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.

Torbin gets an article published in FLQ!

2008-04-29T20:34:00.000-07:00

It is pretty exciting, but an article I wrote was just published in Ferrari Life Quarterly comparing my driving experiences in the F430 to the Gallardo. I suppose this is my first article to be published! Kinda cool... The article started life intended as a blog post, but then Ferrari Life got wind of the topic and picked it up for the publication.

In the article, I compare the Ferrari F430 to the Lamborghini Gallardo while driving on the German Autobahn during a recent trip to meet our German business partner. The notion is, Drive and Decide between Ferrari and Lamborghini. Most of the photos were taken my me on the trip, too.

Read the article in PDF form. My article starts on page 10, right after the 430 Scuderia article.

Ferrari Life also recently wrote a Ferrari Buyers Portfolio on V8 and V12 Ferraris from the 360 Modena to the 308 and the 550 Maranello to the 365. The book has been periodically sold out on Amazon, so it is selling well. It is well illustrated and contains some very cool insight into 13 Ferrari models that we all want to drive... I've read it cover to cover and recommend it. The book was published by Brooklands Books, ISBN 1.85520.7478

Here is the direct link to the article in case you need it:
http://www.ferrarilife.com/library/download_pdf.php?type=flq&id=91

Club Sportiva video now LIVE on MyRide.com

2008-04-29T19:20:00.000-07:00

If you saw my previous post this month about Fireball Tim's recent visit to Club Sportiva to film a segment of his show on Autobytel's MyRide.com, wait until you see the segment. Get ready for the goods!

For a 7 minute video, it will keep you riveted and wanting to book an outing in a Club car once you finish watching it. I think you will agree. Check out our video...

Fireball and his team did an incredible job filming and editing the piece and we are proud to have it live! I found it to be a very entertaining and exciting video. The cars look awesome and the crew got some very impressive footage with some great scenery. Even the music is cool.

It is also posted on YouTube, but the resolution is far better on MyRide.com.

Here's the full link in case you need it: http://community.myride.com/kickapps/_Fireball-Tim-Club-Sportiva/video/193831/3898.html

Who has the wildest custom ordered interiors?

2008-04-28T06:56:00.000-07:00

Who offers the wildest factory custom interiors? I'd say Lamborghini takes the cake. It's hard to argue otherwise. Not only do they offer a lot of interior panel options, they also offer some crazy colors that buyers actually choose on a regular basis. Between the carbon fiber and florescent colored leather panels inserts, you can really make your car a one-off. Here are just a few I've found interesting over the past couple years!

The ones shown here are just a few I've seen. Some help resale by being well appointed in a unique and tasteful way, while others probably (certainly) hurt resale with garish color combos that narrow the number of potential buyers who share the original owner's special passion for being extreme. Lamborghini owners are more flamboyant and are flashier risk takers than the more conservative Ferrari-set who are wild when compared to the understated Bentley and Aston Martin owners. Same concept goes for Lamborghini's exterior colors, with yellow, orange and lime green being among the most common. Interesting, red isn't a common Lamborghini color and I suspect that is because red is for Ferrari and thus Lamborghini owners shun red to stand out from their perceived cliche Ferrari-red counterparts. Lamborghini owners have never been know for being wall flowers. They achieved their success with hard work and now they are going to enjoy it and let you know it!

But is it the manufacturer who encourages the outrageous color patterns by offering them or is it the preferences of the owners requesting them over the years? I think the fact that Lamborghini designs and builds some of the wildest styled cars, people who like edgy expression are attracted to the Sant'Agata auto maker. The result is that the owners who like to push the style envelope then choose flashier interiors that are made available to them. A match made in heaven. The rest of us can live vicariously (which may be still a bit too much for most people) through the expressive decisions of these colorful risk takers.

Do the wild colors patterns hurt resale? Without doubt, Ferrari holds its value better than Lamborghini, but that probably has more to do with steeped racing heritage, market position and brand strength, overly limited production and other subtle factors than simply the funky colors selected. But yes, Ferrari's classic Daytona seat stitching is ever-classic, regardless of color. Has Lamborghini always offered wild colors or is this a recent phenomenon? Lamborghini and its buyers have always pushed the envelope of social norms on taste, but the institutionalization of florescent color interiors was popularized by the Gallardo, under the watchful eye of Audi (and VW) as a marketing method to further differentiate Lamborghini from under the shadow of Ferrari.

Ferrari also offers a lot of custom choices, but even the wildest combinations are still tasteful and relatively reserved. This might also be part of why Ferrari has the best resale; owners don't go out on a limb. Interestingly, in Europe, Ferraris predominantly have black interiors. Of the 20 Ferraris at Club Sportiva's partner in Germany, about 80% have black interiors, which matches Europe's preference for black leather over tan. The U.S. is all about tan hides. In fact, the dealers strongly recommend tan for a stronger resale. It is funny how different geographies of the world feel different about such simple things - social norms at their snootiest. ;) On the exterior, Ferraris are predominantly painted red and as such, it is rare to see a wild colored Ferrari.

Aston Martin, Bentley and Bugatti all offer bespoke interiors for owners specifying their new cars, but rarely do you see anything that borders daring. In my opinion, the more offensive and disappointing interior is likely to be drab and common black over silver paint. What a missed opportunity on an elegant and sophisticated Aston Martin or Bentley. I have yet to see a florescent lime green interior on a Bentley. I doubt the factory has ever been asked to die a hide a florescent color…

If you were specifying a new exotic, what would you choose? If you were helping Club Sportiva spec a car, as our Members occasionally do, what advice would you offer me? Are you daring or conservative in the way you would custom spec an interior?

A day filming with Fireball Tim & Autobytel

2008-04-23T09:24:00.000-07:00

Fireball Tim spent a day filming recently at Club Sportiva in conjunction with Autobytel and MyRide.com. Actually, the crew filmed from 9:00 am to 7:00 pm. That's a long day on camera! They must have chewed through several batteries with their various cameras. It was certainly fun but grueling work, too. Being mic'd all day with people listening in on everything you say can create some awkward moments. After a while you forget the mic is on, but we won't elaborate on that specifically... ;)

Fireball Tim, for those who don't know him or his brand, Fireballed, is a lively television and brand personality. He's a bit irreverent, with some crazy off-the-wall questions which you can rather glean simply by the photos. He is also a rabid car nut, through and through, so we hit it off immediately. Fireball is actually his first name by the way. Yes, I verified it. After all day saddled up in some exotic cars, I had a great opportunity to talk with Fireball about all of his projects that keep him passionately involved and very busy while sharing my similar experiences with Club Sportiva.

So, among other projects, Fireball has going is modifying Mini Coopers with copious amounts of horsepower. We are talking 400 - 600 hp in a front drive Mini. Nutty, and hard to control he confesses. And yes, he makes the most powerful Mini Coopers out there that make the JCW version look down right diluted. Image a Mini Cooper with 600 hp. Scary fun!

Fireball and I drove a number of cars during the shoot. He drove the Ferrari F430, Lamborghini Gallardo Spyder and Bentley Continental GT extensively, while putting in some wheel time with the Maserati Spyder, Aston Martin DB9 Volante and Lotus Elise. We'll have to see which he liked most based on the final edited version of the show due out shortly, but I think he liked the Gallardo best based on his feedback.

One of Fireball Tim's best online features is his segment called Auto Disection, where he analyzes the design of some current autos. His is an alum from the famous auto-design-mecca in Pasadena - the Art Center. You can see a few of his critiques on www.myride.com. I recommend watching his take on the Audi R8, BMW 1-Series and the Cadillac CTS Coupe. He also has a hilarious segment on Lombard Street with a Go Car.

Once they complete the editing of our segment and the piece goes live on MyRide.com, I'll post it! Thanks Fireball for spending a couple days in San Francisco and taking time to visit Club Sportiva.

Danica Patrick Makes History

2008-04-21T09:14:00.000-07:00

Yesterday marked a historic day for open wheeled racing, as Danica Patrick became the first woman ever to claim victory in a top tier open wheeled event, taking first place at the IndyCar - Indy Japan 300 at Twin Ring Motegi. (AP Photo/Shuji Kajiyama)

The race, postponed one day due to unsafe racing conditions on Saturday, was Patrick's 50th start of her Indy Car career. She completed 200 laps of the 1.5 mile circuit at an average speed of 164.258 mph, beating Indy 500 winner Helio Castronevas by six seconds using a calculated racing strategy on the part of her Michael of conserving fuel to allow for a strong finish.

Patrick, starting on the third row, made her final pit stop on lap 148, staying close to the race leaders throughout.

Asked about the significance of her victory, the NY Times quoted her as saying "This reaches outside racing. This is about finding something you love to do, and following through with it."

She follows other notable woman in racing in helping to crack the glass ceiling that exists in motorsports. Janet Guthrie was the first to make a notable impact in open wheeled racing, proving that she could run competitively with men, qualifying for the Indy 500 in 3rd position and finishing 9th overall in 1978.

Lyn St. James has the most Indy 500 starts for a woman, with seven and her best finish was 11th in 1992 when she won rookie of the year honors. Current racer Sarah Fisher was the first woman to complete a full IndyCar series, the first to win a pole, and was the youngest woman to ever qualify for the Indy 500 (@ age 19 in 2000). The great NHRA champion, Shirley Muldowney won three Top Fuel season titles in 1977,'80 and '82. Eight other women have won NHRA events.

Yesterday saw another notable achievement for a woman racer, as the Atlantic Championship season opener at Long Beach won by Simone De Silvestro.

Debunking the Gas Email

2008-04-17T08:25:00.000-07:00

Yesterday a good friend forwarded to me (and at least a dozen other buddies) an email with this subject line "Interesting news on pumping gas". Purported to be from a pipeline company worker, it presents, in pseudo industry jargon, four seemingly compelling reasons to squeeze the maximum value out of each dollar spent for gasoline (backed up with a semi-rant on what companies are buying Saudi or Venezuelan oil).

Only buy or fill up your car or truck in the early morning when the ground temperature is still cold.
When you're filling up do not squeeze the trigger of the nozzle to a fast mode, always use the slow setting.
One of the most important tips is to fill up when your gas tank is HALF FULL or HALF EMPTY.
If there is a gasoline truck pumping into the storage tanks when you stop to buy gas, DO NOT fill up!

I've reduce each exhortation to it's core claim, but the email goes into convincing (seemingly) detail for all. However a closer look, a little common sense and some investigation shoots down each of these presumably well-intentioned musings.

Item 1: We've probably all aware of root cellars and wine cellars - they're used for their year round constant temperature - and that comes from being underground. In the San Francisco Bay Area the average average annual underground temperature is 60° - coincidentally the temperature at which the gasoline is measured and loaded. The ground surface temperature may vary over the course of the day, but the underground temperature does not fluctuate daily. So if there is an change in the fuel's temperature, it can only occur during transportation, and should stabilize when dumped into storage tanks.

Item 2. The idea here is that delivering gas on the maximum discharge setting creates more vapor that is then recycled back into the station's tank on condensation. Perhaps, but we're talking just a few drops at best. Is it worth hanging around the pump another 5 minutes?

Item 3. First I'm in a quandary as what actually comes first: half-empty or half-full - I guess it's a chicken and egg thing. Perhaps the author of these tips is really trying to speak to both optimists AND pessimists simultaneously. Whatever - the real (specious) point this bonehead is trying to make is that the lower the fuel level, the greater the propensity is for evaporation. This is LOL funny - unless your gas tank is a pyramid, the surface area for evaporation is probably the same no matter what the fuel level (granted gas tanks shapes have gotten creative since they've become molded out of plastic, but you get the point). Plus, since evaporating hydrocarbons are a pollution source, every vehicle sold in the US since 1968 has a sealed fuel system with a mandatory vapor recovery system built in. Most vehicles won't even run with the gas cap loose. Besides who wants waste twice as much time in a gas station? On second thought there is merit to this claim - it'll only cost you half as much to fill the tank! That'll feel good, won't it?

Item 4. This is only one of the four with some merit - that the ingress of thousands of gallons of fuel will stir up sediment in the storage tanks that in turn could end up in your tank. It may have been true in 1966 but hey, we're living in modern times; with the advent of fuel injection sophisticated filtration systems are the norm, both on your vehicle and in the stations plumbing. Nothing to worry about here - except perhaps if it's 6 AM . . . has that tanker driver had his coffee? Is that diesel or regular that he just put in the premium port?

The lesson is that we should all be a bit more more skeptical before we hit that forward button.

For more details on this urban myth (and make it the first place to visit when you get the next forwarded email warning), be sure to check out Urban Legends.

Buying a Pre-owned Maserati Spyder

2008-04-15T07:46:00.000-07:00

A friend of mine, Nivan, is always swapping his sports car to experience another one and he is looking for a Maserati Spyder. I've lost track of the various cars he's had over the years, but every year or two it is always something different. And, he drives them, which I respect as evidenced in my February 12 blog post about shaming the garage queen and hailing the driver. So, Nivan asked me for my take on the Maserati Spyder. I felt the feedback I shared with him was worth posting. Hope you enjoy and find it useful...

Nivan, the Maserati Spyder is a great all around car with gobs of power and torque if you are looking for a car that is out of the ordinary. Club Sportiva has had two of them over the past five years, so I've had a lot of first hand experience. The first one was titanium over black 2002 with Cambiocorsa and we had it for a year. The current one is a 2003 red over tan with a 6-speed manual and Tubi exhaust. It is a dependable exotic. We put about 20,000 miles on the first car before upgrading to the 2003, which we have put 40,000 generally trouble-free miles on.

A couple things, the Cambiocorsa gearbox is not my favorite, so be sure to do a thorough test drive to be sure you enjoy it. It shifts slowly, but works fine. The Maserati manual transmission is gritty and notchy, so both transmissions have a flaw. As long as you don't mind the slow shifting, you will be fine with the Cambiocorsa. Whereas the Ferrari and Lamborghini F1 systems are super fast (and a bit jerky as a result), the Maserati is setup more as a grand touring car and as such, the transmission suits the car's personality very well. By the way, do NOT try backing up a hill with the Cambiocorsa system or you will chew up the clutch very fast. The F1 systems hate inclines, while in reverse, remember that.

The thing I would recommend strongly is adding Tubi exhaust (see my February 18 Tubi post). The stock system is quiet, subdued, plain and disappointing, even under acceleration, which again, suits the grand touring nature of the car but leaves something to be desired of a passionate Italian grand dame. With Tubi, the V8 is much more sporty and lively with a real muscle car grunt and an extra 10 horsepower. The upgraded exhaust is the car's finest feature. It is worth $4,000 or so, without hesitation and I wouldn't look for an alternate exhaust brand (unless someone shows me a worthy one).

They all have a few convertible top glitches when occasionally the top gets stuck up or down. There is a manual over ride button tucked in the car (pre-read the owner's manual) that generally resets itself once the cycle is complete so you don't have to take it to the dealer. A 5" by 7" top panel snapped off our 2003 and it cost $500 to replace and install the panel, which is a wake-up call that these are expensive cars.

There is a lot of cowl and steering column shake. On our first Spyder, I thought the vibration may have been a sign of a wreck but our second Spyder does it too and I know the car is pristine. A $35,000 Honda S2000 convertible is rock solid, but a $97,000+ Maserati shakes like crazy. Annoying, but par for the course. The radio/NAV functionality blows. It simply has a poor user interface. Generally this isn't a big deal for a weekend car, but for a daily driver, it may get bothersome.

Overall, the Maserati Spyder is a solid car and I'd recommend it if you are prepared for an Italian. While I personally prefer lighter sports cars, the Maserati Spyder is a great car with good looks at a value. Coincidentally, just last week, a Club Sportiva Member forwarded me a few photos of their trip to Monterey and looking at the photos, I was reminded that the Spyder really is a great looking Italian car that doesn't need styled like a flashy Ferrari.

The exotic car market is awash with deals right now. Lots of cars are available and not a ton of buyers. I'd suggest calling a couple sellers if there are other Spyders out there you like. Work the pricing a little bit.

I first go to www.cars.com and search the car through the entire nation and then also within 250 miles. I sort by year and then look for similar mileage cars and look at asking prices, knocking off a few grand in my head to adjust for asking price vs. selling price. The nationwide search gives you a broad view while the local search within 250 miles may or may not tell the same story about pricing and availability.

I'd also be sure to get a third party to inspect it for both frame damage and mechanical condition. Since it is likely out of warranty, this is very important. A $250 - 500 inspection fee is money very well spent. Even if car fax is clean, you still need the full inspection. A compression test (not necessarily going so far as a leak down test) would be a good idea based on how the rest of the inspection goes. You are looking for red flags that indicate other problems.

Let me know if you have any questions. I think you will love the car if the cowl shake and Cambiocorsa transmission are okay with you...and seriously, consider the Tubi! Good luck.

Post note: My friend, Nivan, bought a 2003 Maserati Spyder with 20,500 miles in Los Angeles and drove it to Arizona. It is silver over grey hides, as you can see in the photos that he sent me. He chose a car with the Cambiocorsa paddle shift system. This Italian replaces his Porsche Boxster S, which he notes that his wife greatly prefers over the Boxster S. At this point, he's had the Maserati Spyder just long enough to know that he is enjoying it lot and is pleased with his purchase. Good selection Nivan! Let me know if you decide to try the Tubi exhaust.

We'll also be checking back with Nivan to see how long he keeps this car before he is ready for his next toy.

Is Tata's Jaguar acquisition good for us?

2008-04-11T15:13:00.000-07:00

Is Jaguar going to benefit or go further into decline in the coming years and decades owned by Indian conglomerate, Tata? Having worked for Ford Motor Company for a few years at its corporate headquarters in Dearborn, Michigan, I have an opinion or two on this issue. Also, with this acquisition complete, we will all become familiar with this logo, as Tata is now on the world stage.

The short answer is: it will largely depend on how much money is invested and involve a degree of unpredictable luck. Ford invested a lot, actually billions, and it still didn't quite work out as planned. Ford tried valiantly to right Jaguar's woes and couldn't. I hate to say it, but Tata will likely need to leverage the new XF design and reformat the entire Jaguar image, leaving everything we know today in the past. Ford tried very hard to keep the stately designs of yesteryear (introduced the S-type and X-type car lines and refreshed the all new XJ and XK) that just didn't sit right with well-heeled buyers who wanted something newer looking instead of father's Jaguar. At the time, I wholeheartedly thought Ford's corporate direction was wise to stay true to the stately Jaguar heritage in spite of its competitors fresh (many say BMW's ugly Bangle design) style direction. Sometimes focus groups don't yield the desired results and sales were poor.

Will Tata handle the challenge? Will Tata's management have the perseverance to stick out the tough times and continue to invest in new platforms, drivetrains, powertrains, safety devices, manufacturing facilities, new technologies, top management staff, new product lines, etc? The cost is in the multi billions, and there are several car lines to support and grow in an ever increasingly competitive market environment. And...Tata has to cope with all the same issues at Land Rover too!

Granted, I don't have inside experience at Tata, but while it is an enormous corporation, the strains and complexity of a medium scale automotive manufacturer like Jaguar (not to mention Land Rover) will test Tata's resolve. The $2.3 billion paid by Tata (actually it is $1.7 billion paid after Ford subsidizes another $600 million to further fund the pension plan) pales when compared to $2.5 billion it paid 1989 for Jaguar and $2.7 billion in 2000 for Land Rover. Ford invested another $10 billion since 1989 to improve the two brands. These are nutty sums of cash...and investments that didn't pan out. The Indian company gets a chance for the first time to stand on the world automotive stage with two prestigious brands with steeped British history and this is very alluring to Tata's billionaire majority shareholder, Ratan Tata. Now, we will see how long the honey moon lasts and see how good looking are the children going to be.

I think Tata will end up casting off Land Rover in the next few years to a company who sees upside to producing upscale trucks. I think Tata will give it a serious go with Jaguar for the next decade without hesitation, even if sales are slow and the brand falters. One thing is for sure, Jaguar will not be an easy brand to manage. Ford's time with Jaguar will hopefully be noted in the history books as a quality attempt to right the struggling brand and not be written off as an obvious squandery under American ownership. Ford put a lot of attention into Jaguar and genuinely desired to improve the brand. While Jaguar did indeed improve in sales, quality and product breadth, the up tick was insignificant compared to the price tag Ford invested.

This brings us to another prestigious brand that has recently been spun off from Ford after 20 years to its newest and 13th owner for $925 million. Aston Martin is now owned primarily by a Middle East (Kuwaiti) funded private equity firm. This too will be interesting to see if they recognize the needs of an automotive holding that requires them to plow hundreds of millions (or easily billions) of dollars continually for refreshing and redeveloping the brand, much like loved or hated George Steinbrenner had done for decades with that one New York baseball team. Aston Martin's current path is positive, but without continued massive loads of engineering, technology and design, the car magazines and pundits will quickly dismiss the car as having veered of course. Aston Martin's brand has historically suffered in the shadow of Ferrari, fairly or unfairly. Point being, even with Ford having invested massively in the VH platform, V12 and recently V8 engines, Ian Callum's designs and new product lines, the car maker has just barely turned the corner towards a high quality product, beautiful styling, increasing production and sales and profitability...and then it got sold off. To use another baseball analogy, since it is the beginning of baseball season, the Marlins win the World Series only to then get sold off and dip back into the pool of contenders. Let's hope that Aston Martin's new home leads to a different fate.

The automotive industry is rife with companies that got the formula correct only to briefly take a collective sigh of relief and revel in the good times before realizing they are driving right back into the ditch again. Time will tell for Jaguar, Land Rover and Aston Martin. When I was at FoMoCo, I solidly thought those three brands had a permanent home for eternity. How quickly things change when money and patience run out. Let's wish the brands well.

Do you have a perspective on how the models will fair in the market? Will they improve or deteriorate? Will the styling run a muck? Will the car makers cut corners and miss the mark? There are lot's of risk for these marques. Thoughts?

Our blog's skyrocketing success - Thank you!

2008-04-09T22:22:00.000-07:00

Club Sportiva launched our blog a few months back and based on the rapidly increasing number of visitors, we have hit a serious vein with the automotive community. Most viewers are U.S.-based, but we are finding traction around the world as well. We had high expectations of what our blog could/should achieve, (as with everything we do at Club Sportiva we aim high) but it has exceeded our wildest expectations. The number of visitors is astounding. The number of quality comments has been great. The time people spend on the site is exciting.

To keep up the pace, please continue forwarding the blog link to other car friends who will find it interesting. We have done nothing outwardly to promote the blog and it has simply caught on by word of mouth. Very exciting. The viral affect is really impressive. Of course I'd like to credit Chasmo's and my topics as a key to the success, but I also think it boils down to the fact that their is a void for this kind of content and Club Sportiva is filling an important niche for car enthusiast seeking unique topics.

Thanks to everyone who reads the blog. Thanks to all those who have linked to it and bookmarked it. Thanks to all those who have already forwarded it to their friends. The car community is a great space and I am personally thrilled to be part of it online to accompany what I do everyday in person with the cars sitting in our Paddock awaiting our Members for thrilling driving experiences.

If you have a cool topic for the blog you'd like to see me post, email me at torbin at clubsportiva.com or just post a comment here.

A personal thanks again to everyone who is active in promoting our blog. Club Sportiva's success depends on its Members and our blog's success depends on the enthusiasm of our viewers. Keep it up!
--Torbin

Behind the wheel of a 505 hp Corvette Z06

2008-04-07T16:11:00.000-07:00

After driving a C6 Corvette convertible at Club Sportiva, which is by far the most refined Corvette yet, getting next behind the wheel of Club Sportiva's 2007 Corvette Z06 was even better. Overall, the Z06 is a sinisterly powerful car with great looks that is still a little raw - standard Corvette DNA.

I will get a couple of the unforgivable issues out of the way, right up front... The Corvette has notoriously plastic laden interiors, buttons and controls that shame American ingenuity. It isn't just the surfacing, it is the quality of feel and touch when pressing buttons and interacting with the interior. Sure it has improved over the decades, but how long does it take GM engineers and marketing people to realize car enthusiasts don't want a shiny plastic interior experience. The problem is the Corvette's interior comes from the corporate parts bin and everything is hard shiny plastic and they don't want to develop a whole interior console for a single car line. A leather surfacing package is now available for a whopping $5,000, but that doesn't address the cheap radio and climate control buttons. Well, GM is moving in the right direction, at least. As a reference point, a $22,000 Mazda 3 has a far superior interior, to make my point clear.

How is the exhaust note? Well, it is subdued. Subdued? What?! It's a Z06...nothing should be subdued. It lacks an audible punch in the exhaust note category, disappointingly. The sound engineers, guided by the marketing team, should have said dial up the exhaust so drivers don't have to go out and install it after market. For another ~$1,500 (OEM cost), the bean counters at GM should have allowed the Corvette Z06 to have a sinister exhaust note to remind the driver that he/she is piloting a bad@ss machine. Instead, the Corvette team opted for an understated, plain (read lame) exhaust note. The entire group gets the blame for this from GM's marketing team, engineering community, program management and bean counters (of which I was one, at Ford Motor Company) for missing the opportunity to define the car with a menacing tune to match the splendidly powerful engine. I am calling it like I see it...

As such, firing up the car begins out on a somewhat anticlimactic starting point. And yes, I am being critical because the bar was set very high by GM's marketers and the auto press. Blip the throttle and it is not the rip roarious experience I expected, nor is the throttle as responsive as I would have hoped. I am not dumping cold water on the overall experience, just sharing essential first impression feedback as you climb in and start the car. It does get better, luckily, but right out of the gate the car has two strikes that you can't help avoid noticing continually while driving around. Normally, I'd save the negs for last, but GM really needs a disappointing slap on the wrist for a car that has been in production long enough they should understand what the target market wants and get it right, especially on the top of the line $75,000 Z06. Sure the$100,000 ZR1 is coming, but it is no excuse to leave any rocks unturned on the Z06. At $45,000 for a base Corvette, maybe I will take back my negs, but not for the Z06. Ultimately, I want to like the car enough to justify buying one, not looking for reasons to put up with its short comings. GM, are you catching this?

Now for the upside, finally. Once you dip into the throttle, you suddenly have no time to let your eyes gaze anywhere but far down the road. First gear is powerful, but not geared for sporty driving. Let's shift into second gear and this is where the fun starts. Third gear gets even better. There is enough power and torque on tap to peel up some serious asphalt. And cooler, the power just keeps coming across a broad power band. Even at 2,500 rpms, it will snap back your neck and keep your head pinned to the Z06 embroidered seat all the way to redline.

The pleasant thing about the Corvette Z06 is that around town, in normal daily traffic, the car is very reserved. Maybe too refined for my hardcore sports car preference, but impressive nonetheless. It isn't a light agile high revver, like the Lotus Elise but it isn't the heavy GT car like a Maserati GT or Mercedes-Benz SL either. It fits into a category like the Porsche 911, splitting duty as the high performance sports car that offers comfort and torque. A combination of raw performance and easy drive-ability. That is a tough balance to strike and GM has done a great job. Kudos.

I liked the heads up display, which also comes as an option in the standard Corvette. It doesn't save you much effort, since the dash is only a couple inches lower, but nonetheless, it is more efficient. The seats are very supportive and comfortable, as is ingress egress. Gas mileage can be surprisingly high for a big V8 as well. These factors make the Corvette a very livable daily driver without much sacrifice. Overall, for the market place, the Corvette is polished in many of the right spots, including a reasonable price for its high performance.

From a style perspective, this is the best looking, most aggressively designed Corvette ever. From any angle, the Z06 looks pissed off and ready to go. It is a mean looking car. The extra vent up front on the hood means business, as does the flared vent on the side behind the tire. The extra kick-up of the duck tail spoiler in the back is cool and functional too. The looks are probably one of my favorite features along side the brutal power.

For me personally, I am not a huge fan overall and it pains me to say that because I want to love the Corvette because it looks so good and has gobs of power. Yes I enjoy driving the Z06, but it doesn't make my top 10 list. A few insignificant issues worth the mention: When driving the Z06 in normal spirited driving scenarios, it has a heavy, dead pan steering feeling, which is okay, but not exhilarating or my favorite. The drive train is a little clunky and loud. From inside the car or out, you can hear it chatter when shifting. The CTS-V is the same, so GM's system inherently makes some clicking noises. Not a big deal really, but an entry-level Hyundai doesn't make rattling noise when shifted, nor should the Corvette. I prefer a lighter agile-on-its-toes driving experience which can be combined with a big brutal engine. NOTE: I actually don't like bagging on the car, so don't get the impression I like nit picking; it pains me to report these basic things!

The Z06 is a great car for most drivers, actually. The majority of Member's of Club Sportiva have really enjoyed the car tremendously. My preferences are not the norm, luckily for the success of the Z06. For those like me, who like the finesse of European cars, it doesn't quite work. This is disappointing because I want to like the Corvette. Cadillac's upcoming CTS and CTS-V look like they are dead on, so I think GM has turned the corner and the next Vette will be all it should be. Let's keep our fingers crossed!

The Physics of NASCAR

2008-04-05T08:40:00.000-07:00

Last night I finished a fascinating book, The Physics of NASCAR by Diandra Leslie-Pelecky, a professor of physics at the University of Texas.

Having spent a great deal of my life driving, racing and fixing cars, I felt that I knew a lot about how race cars function and why - perhaps I did, but I sure know a lot more now than I did three weeks ago. This book is an essential read for anyone wanting to understand the why and how about achieving maximum velocity on 4 wheels.

Once you get past her rather hokey sub-title: "How to Make Steel + Gas + Rubber = Speed" you'll find very readable chapters that successively reveal the inner workings (and the amazing safety features) of NASCAR's 2008 "Car of Tomorrow."

Each and every aspect of racecar design, mechanical performance and on track behavior are dissected and explained in very understandable terms. Early chapters delve into NASCAR's push for greater safety and the process of change that brought the "Car of Tomorrow" into being. Chassis construction, metallurgy, paint and decals, aerodynamics, chassis settings, tires, engine building, gearing and the setups for different tracks and speedways are all discussed in great detail.

I found particularly fascination in the evolution of the many of the aerodynamic aspects of the new car design. One of the biggest challenges was to try to prevent the cars from getting airborne when they go into a spin. As most of us are aware, NASCAR cars are set up to turn left - so the racecars tend to spin right when in trouble. When they do spin and the vehicle's yaw angle approaches 90 degrees, the sideways profile of the car starts to resemble the cross section of an airplane wing. At 150 mph a great deal of lift occurs - with the distinct possibility of a vehicle leaving the track and literally flying into the grandstands. The safety measures and preventative mechanisms that NSACAR's safety specialists have devised are intriguingly ingenious (a lot of attention is given to creating safety measures that won't be circumvented for a competitive advantage).

Another area of analysis I found engaging (and applicable to my own experience) was the chapter on tires. A number of aspects were explained that on comprehension seem obvious but initially contradict popular perception - for example fitting wider tires does not increase the contact patch (as long as car weight and tire pressure remain constant). The illustration at the right shows the effective difference between a narrow tire and a wide tire. Turns out the shape of the contact patch is what matters; it's how much of the contact patch is - or isn't - slipping that determines the overall grip and a wider tire will have a small slip area.

Tire pressures play a vital role in determining winning lap times in NASCAR races and those setting are dictated by the type of track and the speeds at which the cars will be running (which factors how hot the tires will get). On a high banked high speed oval like Atlanta typical Goodyear recommend tire pressures will be 22LF, 20LR, 48RF, and 45RR; compare these to the settings for a flat turned, short course like Martinsville: 10LF & LR, 23RF, and 22RR.

Most of us are aware of drafting in NASCAR and some of the strategies involved in its use, but Leslie-Pelecky goes into interesting detail about the various techniques used including "bump drafting." Bump drafting involves actually making contact with the car in front to induce more speed for both vehicles. It definitely demands a deft touch when traveling a buck and a half and is not recommended for interstate use (although on a recent trip to Palm Springs I encountered plenty of drafting taking place on the I-210).

The second half of the book ties much of the theory and physics together as the author "embeds" herself with the Gillet Evernham Motorsports Dodge Team. The inner workings and dynamics of a NASCAR team are fully revealed - I found myself rooting for the team's success as I read about the trials and travails of car #19, driven by veteran Elliott Sadler. Each team member is spotlighted and get the full picture of their roles in the team's success and failure at both the Atlanta and Martinsville race. Overall I found the book a very entertaining read. (Amazon.com: The Physics of NASCAR)

Will Porsche 911 design direction change radically soon?

2008-04-01T07:24:00.000-07:00

The Porsche 911 is a good looking and endearing car to drive. Most anyone who has shared wheel time knows that the 911 has personality and character that is missing in most cars. In the 911 driving experience, the car is like a friend who wants to ensure you have a great time behind the wheel, and as a result, you bond with the 911. It is no surprise they've sold so many for over 40 years.

Point being, I like the Porsche 911. Until I had my first 911 driving experience shortly after starting Club Sportiva in 2003, I hadn't shared the passion, but the very first time I got behind the wheel the Club's 1989 C4, I finally "got it." With each progressively improved 911 (964, 993, 996, 997), I have been more impressed. Having said all that, I think the current 997 body style is headed towards a design dead end. Ouch! I mean that bold and spicy statement in a concerned and perplexed way. A major car mag called the 911 design "dowdy" in a recent comparo. Not good...

Compare the Porsche 911 to the Audi R8 visual styling and the 997 is bland and unremarkable. Compare the king-of-the-hill Porsche GT2 to a Lamborghini Gallardo or Ferrari F430 (which itself is a second derivation design, based on the 1999 360 Modena) and the car design pales. Remember, we are talking about styling, not performance or pricing. While each generation Porsche 911 has looked great, the 996 and 997 styling direction seems to have stalled. In the modern world of stunning design, how do you adapt the past to carry forward while integrating radically new design? Is it possible?

Just grab a camera and try to take a few breathtaking photos of the 997 911 and you'll quickly realize that it is hard to find unique curves or stunning features compared to other sports cars today that make this task easy. I take a lot of photos and that is what prompted the topic for me.

I raise this issue because look at what Jaguar has just done. They pulled the rug from under the heritage (AKA retro) styling on the S-Type. They yanked the plug on the entire car. Wrote it off. Killed the name and the car. It is now replaced with the XF using an entirely new design language. The Jaguar XJ sedan is next for execution after being entirely new underneath the skin at the beginning of this decade while carrying over the classic XJ look. This is a huge gamble for Jaguar. XJ sales are sagging while competitors like Mercedes-Benz are aggressively advancing the design on their S-Class models. Sales ultimately proved that there wasn't enough interest in the elegant but stodgy Jaguar designs. A Club Member, named Nir, was saying to me this week that he hates the new Jaguar XF design, so Jaguar has a challenging path ahead not to alienate the passionate while still capturing the masses.

Porsche 911 sales are doing well, so Porsche would make the design change for different reasons than Jaguar did. For Porsche, it would be a preemptive design move to stay at the cutting edge before they get behind in the market place.

Maserati, with the help of Pininfarina, recently introduced the stunningly designed GranTurismo. The front grill, in particular, harkens back to the 1950s Maserati racers. They did an excellent job of integrating a classical design cue into an otherwise thoroughly modern car. The Mini Cooper and Volkswagen Beetle have made a go at reviving the retro look. Others didn't survive long, like the refreshed Ford Thunderbird, which I worked on while at Ford Motor Company in 1999. The upcoming new Camaro and Charger are integrating heavy retro designs - time will tell how they survive five+ years out. I suspect the rehash will wear out quickly, though I wish them the best of reception in the marketplace, obviously.

So yes, Porsche can certainly manage this challenge proactively, but the bottom line is they will need to take some action in the next generation 911. Will the next 911 be more aggressive and modern allowing Porsche to take a big design leap forward, like they did with the Porsche 959 in the late 1980s? The 959 redefined Porsche design two decades ago and then those style cues were introduced on the 993 911 which was a radical leap from the upright head lights of every Porsche 911 before it. I think we are due for the same quantum leap forward again with the next 911 iteration. A design style eventually runs its evolutionary course and then needs dramatically updated or ended. It is something exciting to look forward to.

Do you agree with the need to make the 911 more stylistically significant in the new era?

What Kind of Gas Mileage do Exotics Really Get?

2008-03-26T23:05:00.000-07:00

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.

What's parked in my Dream Garage?

2008-03-24T11:03:00.000-07:00

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!

My driving experience with a Lamborghini Murcielago

2008-03-19T20:11:00.000-07:00

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.

A Jaunt Out to The Pelican Inn

2008-03-15T09:31:00.000-07:00

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.

What Options to Get if Buying a Ferrari F430

2008-03-10T13:19:00.001-07:00

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. Carbon 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. Carbon 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 going to be making all its brake systems with carbon ceramic discs, 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!

My experience buying a Gallardo Spyder in February

2008-03-03T22:11:00.001-08:00

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.

Two Daze with a Vette

2008-03-02T08:50:00.000-08:00

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.