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 is 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: Ferrari F430, wrecked exotics

This question is both the bane of many car debates (Ferrari vs Lamborghini) but also addresses the more elemental question, does any car compete with Ferrari? Well, driving both brands extensively and back to back is the only way to honestly answer this great debate. Driving them for a short jaunt (like a media ride & drive) isn't adequate to really get to the heart of the issue as is not driving them back to back - a year apart isn't going to work.

I've driven or ridden in a number of Ferraris and Lamborghinis ranging from 308s to an F40 and from a Uracco to Murcielagos. But, in May 2005, when I visited Club Sportiva's partner operations in Germany to test drive the then-new V8 Ferrari F430 F1 coupe for a high speed autobahn fling against the V10 Lamborghini Gallardo e.gear, I was certainly anxious (massive under statement) to experience some new exotics. It also opened pandora's box for what Club Sportiva's future would hold because until that point, the company specialized predominately in classic cars since being founded in 2003.

Being, at that time, a lifelong Ferrari nut who defiantly bought my first Ferrari 308 while working at Ford Motor Company's headquarters in Dearborn, MI at the brash young age of 28 in 2001, I plainly assumed the Ferrari F430 experience would easily trump the Lamborghini Gallardo. It's a Ferrari, right? Duh... Whoa, not quite so fast or easy there boy. Is there an underdog theme appearing here? Maybe.

My first back-to-back comparo was in Germany on the autobahn. One day spent zealously tearing about in a yellow Gallardo followed by a glorious day in a red F430. Both paddle shifted. Both phenomenal. I drove the Gallardo from southern Germany past Lake Constance to Zurich, Switzerland for the night, so it was a blend of Autobahn blasting mixed with some country environs. I then immediately piloted the F430 to Strasbourg, France via the amazing Black Forest. Miles and miles of twisties, need I say more? Point being, both jaunts were more than adequate opportunities to familiarize oneself with the brands in question and to issue a judgment.

After the initial two days, it was actually a tough call. The Ferrari was everything it is cracked up to be and probably worth the three year wait if you don't have the $30,000 premium to pay to cut the wait list and get a car in a month. Screaming good looks, wailing engine and exhaust causing adrenaline highs, easy to operate. Actually, maybe too easy - almost to a fault, quite honestly.

It practically didn't feel like a Ferrari having driven many others that set a low bar; the F430 is very easy to get in and out, excellent visibility, great ergonomics, generally tight fit and finish, the front valance has great ground clearance without scraping, the passenger is completely at home and comfortable, unlike most exotics. Hmmm, maybe Ferrari hired some Toyota engineers - hope not. It was a very satisfying experience, but not wholly exotic in nature due to the well-rounded engineering execution of the car. Not what I first expected, but impressive nonetheless.

Another simple yet ingeniously well engineered feature is the rear view mirror that is shaped such that the lower inch allows you to see the engine every time you check your mirror reminding you of the V8-wonder pounding away just behind your shoulders. No other car maker has designed the engine to be at one with the driver as with the F430 and I suggest being sure to adjust the rear view mirror as such to allow you the honor and pleasure when you are out in an F430, be it Club Sportiva's or your own!

The handling is very twitchy with the rear wheel drive and the light weight nature of the car. It feels less well planted and raw, keeping the driver constantly aware of throttle input and keeping an eye out for wet pavement in the corners, Altogether, an existential driving experience approaching that of being in car heaven. Now, how is that Lambo?

Well, Lamborghini is managed by corporate parent Audi, so might I expect some German influence? Let's see. Yes. The interior is buttoned down unlike any previous Lamborghini that had fragile, finicky, fit and finish. The interior is robust, but who the hell cares about that. Let's hear the good stuff.

First, the exhaust note was entirely different from Ferrari. If you can't beat their race bred tenor, simply do it differently. And differently the Gallardo's V10 engine and exhaust note is. At first I was disappointed, expecting it to be much like the resonate scream so distinctly and patently Ferrari. But instead, it was a deep rip-roar of a V10. More an angry growl than a scream. When about to down shift the e.gear transmission, the driver must nearly excuse the car to passengers for the abrupt and loud flatulent sound that the car emanates when matching revs. This is actually a good thing, but much different from the daintier scream of the Ferrari. The deep growl of the Lamborghini that first disappoints for not being more extroverted quickly settles in as the more livable day to day as you don't have to pause a conversation until after the shift, as with the Ferrari. In 2007, the Gallardo exhaust was re-tuned to combine the angry growl at low rpms with a shriek starting at 4,500 rpms and it is glorious.

The Gallardo is AWD and feels tremendously well-planted as a result but also 200 pounds heavier. This is a real trade off. Surprisingly, I preferred the security of the feeling of planted traction with 500 horsepower as opposed to the hang-on-by-the-seat-of-the-pants feel of the F430's rear wheel drive. As such, I felt more confident to carve the corners even if the Gallardo is at slight a weight disadvantage.

The Gallardo's seats are not comfortable over long distances, which I've further confirmed with Club Sportiva's Gallardos in the U.S. Annoying, but something I am willing to put up with. The car is also viciously low in the front and loves to grind on many drive ways, though they now raise the front end to resolve that issue. The front of the car quickly dips out of view leaving the driver to wonder just where is the front bumper. These traits give the car an exotic feel which I prefer in an exotic car which I felt the Ferrari was too polished and trying too hard to be a daily driver for anyone wealthy enough to get in line for one. The Gallardo can certainly be a daily driver for a lucky few, but you never forget you are piloting a $200,000+ sports car, where the Ferrari lets you over look that fact.

The result: the Lamborghini Gallardo wins by a hair in my books. The best facet of the two cars is that they are truly designed to be different. Someone lucky enough, like Club Sportiva Members, can really enjoy these two cars and not feel that they are clones of one another. If you had a different car to drive for each day based on your mood, these two would suit different needs, much as the Bentley Continental GT and the Aston Martin DB9 have also carved out their independent niches. This is fortunate that the manufacturers have recognized that they can't each try to be a Ferrari knock off, so each has its unique claim to fame.

For those tiffosi who can't imagine liking the Lamborghini, I'd suggest not scoffing at the brand any longer and get educated with some first hand experiences, if you haven't already. You will likely remain a Ferrari fan, but I think many people will have a newfound respect for the raging bull from Sant'Agata.

Club Sportiva can put you behind the driver's seat and let you be the judge. Ultimately, that is what it is all about, not reading my comments on the blog but having the opportunity to drive the cars you want to experience. Then you can post your own first-hand comments. Now it is your turn! Comments encouraged.

This blog post was first published as an article in Ferrari Life Quarterly's March Issue. Check out some of FLQ's other great topics.

Labels: Autobahn, Club Sportiva, drive and decide, Driving experience, exotic car share club, Ferrari F430, Lamborghini Gallardo

What details do you know about Ferrari's carbon ceramic brakes? They are exotic, yes. They come from F1 racing, sure. Ferrari offered them as an option before now making them standard on their 2008 model year cars. Are they better than traditional steel rotors? If so, how and why? Are they best for track use or for road use too? How much do they cost, exactly? Is it worth it? I went straight to the source and asked an expert. The goal is to dispel misinformation, seek the facts and convey it to those, like me, who want to know more about this new technology.

Lenny Peake is the head mechanic at Ferrari of Silicon Valley, in Redwood City, California. He's been working on Club Sportiva's 2006 Ferrari F430, 2007 Maserati Quattroporte and 2003 Maserati Spyder for some time now. Lenny started with Ferrari in 1997 after a long stint with Jaguar. He has worked at Ferrari of Washington D.C., Ferrari of San Diego and now, Ferrari of Silicon Valley. Who better to ask than the man himself, tasked by Ferrari to run the service department at one of its top dealerships.

On a hot sun scorched Friday afternoon, Lenny and I sat in his office discussing the nuances of Ferrari's decision to make carbon ceramic brakes standard on all its cars and to turn its back on the traditional steel rotors that were once ultra high tech decades ago. Brakes aren't as sexy as exhaust systems that sound great or as involving as transmissions that you shift with but they are a critical component of every sports car.

A few highlights before we talk replacement cost, a common hot button for many are part of the gossip mill. First, Lenny informs me that the carbon ceramic brakes don't help you stop in a shorter distance, but instead they provide superior all around stopping performance across a variety of scenarios from repeated hard braking to emergency braking. On the track, they are most at home in an environment of heavy use with no signs of weakness. This is the strongest benefit to carbon ceramic brakes - ultimate brake performance under the harshest and heaviest usage.

The rotor and the pad are both made of carbon ceramic composite material. The terminology is a little different than with steel rotors. Ferrari uses the term carbon "discs." Carbon ceramic brake performance also improves as they heat up, which is generally the opposite of traditional brakes. Carbon ceramic brakes work fine when "cold" too, at least as well as steel rotors, but their performance increases as the composite gets warmed up with use, which is another reason they work exceptionally well on a track. Early Ferrari carbon ceramic brakes had a tendency to squeal at low speeds, when cold or when wet, making owners uncomfortable with what sounded like shoddy brakes. The pad compound has changed and this embarrassing squeaking issue has been resolved for the most part.

Ferrari doesn't let you retrofit your steel rotors for carbon ceramic discs due to the car's computer algorithm that calculates everything from wear measurements to stopping distances and ABS management to traction control decisions that differ greatly between the two different braking systems. So, if you want carbon ceramic brakes, you'll need to sell one Ferrari and get another!

The carbon ceramic system lasts longer than traditional braking systems, but not dramatically so. An indicator light will come on in your dash pod telling you that your pads are 50% worn. Ferrari recommends changing pads at 50% so that, should you do a grueling track day, you don't wear your brakes down to an unsafe level unknowingly or ruin your steel rotors/carbon discs. An important point to note, you can change your pads two times before you need to install new discs. Lenny also points out that carbon ceramic brakes don't improve your driving, they instead enhance the skills you already have. I think this means, don't get over confident just because you have the technology; applying it appropriately is what makes you faster around a track.

Now, let's talk cost. Yes, carbon ceramic brakes are exotic and thus, expensive. When you could still add them as an option, the package cost buyers about $18,000. Now that they come standard on all Ferraris, that cost simply goes into the base MSRP price of the car. Ideally, as Ferrari builds more of them and recoups its development cost and makes a handsome profit, hopefully we will see the carbon ceramic brake component prices drop to an even more reasonable level.

It is the replacement costs we must contend with on a more regular basis. Let's talk pad replace first, since that happens twice as often as disc replacement. Pads are replaced per axle, meaning fronts and/or rears, but not just the driver side front, for example. Parts cost runs $1,800 per axle, or $3,600 for front and rear. Parts for traditional brakes would $1,000 per axle, or $2,100 for front and rear, leaving a $1,500 price premium for carbon ceramic, or a 71% increase in service cost. The labor remains the same for either system and is not included in these rates, as it varies slightly from state to state.

Actually, the pad replacement is a bargain relative to the disc replacement, which an expensive proposition. When carbon ceramic brakes were brand new, disc replacement was $10,000 per disc, or $20,000 per axle, which they must be replaced in pairs. That's $40,000 for the front and rear...ouch. Fortunately, that has come down already in the past two years to $7,000 per disc, $14,000 per axle or a mere $28,000 for the front and rear. But, steel rotors are only $350 per rotor, $700 per axle or a paltry $1,400 for front and rear when compared to $28,000 for carbon ceramic disc replacement. That's a whopping...1,900% price premium over steel rotors.

The scarier part of carbon ceramic discs is that sometimes they need replaced early simply because they are more fragile than steel rotors and more susceptible to premature failure and thus replacement. For instance, if you get your car off the track (or road) and rocks knick or chip the surface, the disc (and thus the whole axle pair) needs replaced, unlike with more durable steel. If they cool too fast after hard use, they can crack, and again, the whole pair needs replaced.

One great upside to all this is there is no brake dust, so you won't have to wipe your ball polished rims down as often. Hey, don't underestimate that time saving benefit! Because carbon ceramic brakes are still very new, the dealers have limited experience with the variety of issues that will occur over time. To date, Ferrari of Silicon Valley has mostly replaced pads of a number of cars and only the discs on a couple Challenge/Scuderia cars that have been heavily tracked. The experience curve for owners of carbon ceramic brakes will be a bit like the early owners of F355 F1 transmissions. The systems will improve with more miles and those early owners pay a premium for the honor of helping establish the new technology on the street.

Ultimately, the question is, are Ferrari's carbon ceramic brakes worth the cost for the typical owner? Questions and comments welcomed. Look for another article on this and other great topics!

Labels: Carbon ceramic brakes, Carbon discs, Club Sportiva, exotic car share club, Ferrari, Ferrari F430, Ferrari of Silicon Valley, Lenny Peake, Steel rotors

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

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

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. Buy it at Amazon.com for $21.56

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

Labels: Club Sportiva, drive and decide, Driving experience, exotic car share club, Ferrari F430, Ferrari Life Quarterly, Lamborghini Gallardo

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

Labels: Bentley Continental GT, car video, Club Sportiva, exotic car share club, Ferrari F430, Fireball Tim, Lamborghini Gallardo Spyder

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!

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

This is a new debate that is quietly raging. I say raging because most car enthusiasts say they strongly prefer to row their own gears yet exotic car sales show just the opposite. Paddle shifted transmission sales are approaching 100% for Ferrari and Lamborghini. A lot of the special Ferrari models are only offered in F1, like the 430 Scuderia, 360 Challenge Stradale and Lamborghini Gallardo Superleggera. Isn't it an oddity that enthusiasts vocally say they love their manual transmissions yet Ferrari and Lamborghini sales are nearly 95% F1 transmissions?

Then, who is buying all these exotic cars with F1 transmissions if the car enthusiasts declare they want manual transmissions? And why should a manufacturer bother offering a manual transmission on a limited run of, say, 750 cars if the manual transmission take rate is only 5%? Do they really want to deal with the manufacturing complexity to sell a paltry 37 cars with a manual when they can simplify their process dramatically by standardizing the F1 transmission and at the same time charging a hefty premium for it?

And there in lies the answer to our conundrum. The missing link, I believe, is that the manufacturers prefer to sell F1 transmissions and thus encourage the dealers, who are highly persuasive individuals and, by the way, highly incentivized to sell $10,000 paddle shift transmissions. This means the true preference of the car enthusiast is being ignored and rolled over. The marketing folks then point to the sales results that no one wants a low tech manual transmission to validate their decision to further popularize and institutionalize the F1 transmission.

At Club Sportiva, I interface with hundreds of Members and thousands of car enthusiasts on an annual basis. In my conversations, I rarely hear enthusiasts glowing about the F1 transmissions in a manner that explains the preponderance of its sales figures. Sure, the F1 system is cool and it grows on you as you use it and it downs shifts in a heavenly fashion every time you pull the down shift paddle as the throttle blips to match the revs, but is it naturally selling at a 95% take rate at a significant price premium? Or is this a case of influence through the power of suggestion at the dealer level?


I think the dealers are over-hyping the F1 transmissions by focusing their clients on the ease of shifting if they will drive occasionally or only plan to drive a few times a year on a track. The dealers are also focusing on the resale value of the car if the client doesn't want to be selling a car with a plebeian manual transmission when everyone else wants an F1. And they focus on the prestigious tie in with F1 racing heritage, where the F1 transmission is obviously derived. This is all fine and good, but F1 paddle shifters are being pushed on enthusiasts and if it continues, the standard manual transmission will literally quickly disappear.

Keep in mind that already in the U.S., traditional automatic transmissions dominate mass market cars at roughly 90% of all cars produced. Now, we are witnessing the remaining small number of manual transmissions sold are rapidly migrating the way of a semi-automatic shifting method. Manufacturers can't justify the manufacturing and logistics complexity if take rates are too low. The manual transmission may very likely go the way of the dinosaur within the next few years.

Is this really happening? Could the manual transmission be going silently extinct before our very eyes? Are the dealers really using persuasion to talk exotic car owners into higher cost, high tech F1 shifters? Will there be a revival of manual transmissions?

I vote to keep buying manual transmissions before it is too late! What is your input?

Labels: Challenge Stradale, Club Sportiva, e.gear, exotic car share club, F1 paddle shift transmission, Ferrari 430 Scuderia, Ferrari F430, Lamborghini Gallardo Superleggera, manual transmission, Stick shift