With each new generation of BMW M3, it continues gravitating towards the appeal and approval of the mass market and further away from the original, raw E30 M3. This isn't to say the M3 is not an awesome performer and all around winner, but when anyone can use the car as a daily driver, it has then become too luxurious and ubiquitous in my books.

I know some hardcore BMW M3 nuts will say I'm crazy as they try to defend the M3 as perfect as it is now. Yes, the M3 is great performance car and yet can still be used with versatility. I am fine with that, don't get me wrong, but...the M3's position is as BMW's scorching racer and a racer shouldn't be out to satisfy everyone. The M3 has really just become the top of the line 3-Series, like Audi's S4. BMW needs to introduce the M3R (or something like CSL). Unlike the ultra rare CSL, which you never see, BMW should sell this lighter, racier, slightly more powerful car through all dealers, not just a limited run for the lucky few. I am suggesting that just like they sell the convertible and four door sedan along side the M3 coupe, there should also be a light version that is more raw.

There are certainly benefits with each new generation of M3 that has increasingly more electronic gadgetry and over rides (read rubbery-computerized road manners), a plush interior, a full bevy of amenities and thus the ever-present added weight and an increasing price tag. In general, this trend is across all categories of cars, so I am not saying that only BMW's M3 suffers from the bloating effect of more luxury nannies being added. The M3 has evolved too far from its roots as a raw, seat of the pants version of the 3-Series. Now it is as common and as smooth as its little brother, the 335i.

For anyone wondering, here is the evolution of the various BMW M3 generations: E30 (1986 - 1992); E36 (1994 - 1999); E46 (2001 - 2006); E92 (2008+ ). Sales volume has progressively crept upward as each model is designed to better accommodate the mass market.

Am I crazy to desire a harder core M3 than what is parked in every lot around town? I want an M3 that isn't designed to be a run-of-the-mill daily driver for the every-man. The M3 I want makes no sacrifices to accommodate comfort and luxury. That is what the original E30 was - simple, raw, pure sports car.

BMW, I dare you to build an M3 that isn't designed to sell 40,000 units. Come on, reinvent the M3. Please?

Labels: BMW M3, Club Sportiva, E36, E46, E92, exotic car share club, sports car, sports coupe

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Labels: blog success, Club Sportiva, exotic car share club, sports car, thank you

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!

Labels: 505 hp, Club Sportiva, Corvette Z06, exotic car share club, General Motors, sports car

The old debate, which is better? A sports car with some miles, maybe a little bolster wear and a couple rocks chips or a pristine beauty relegated to the garage and concours circuit but with a perpetually dead battery however cosmetically perfect otherwise?

To me, as well as hundreds of Club Sportiva Members over the years, it is an easy question. A car is meant to be driven and I'll take a car with an imperfection any day over a stunningly gorgeous near-zero mileage beauty.

However, not everyone feels the way I do. My least favorite car is the gorgeous classic that can't be driven for fear of use. I am so appalled by this strategy of plowing restoration cost into a car that will never be used because the owner can't deflower the car after the cosmetic enhancements. True, I'm being a tad bit melodramatic, but my point still stands. The car probably needs another wax to protect it from the dust...

On the other hand, I ever so much applaud the person who does spend the time and money to restore their car and then actually enjoys getting behind the wheel. Those are the true (and bravest) folks who not only love their toy enough to spend thousands to restore it but then have the guts to enjoy seat time on the open roads. Those are the people who deserve every thumbs up they get on the road. Bravo.

I also really poke fun at those folks who have a great driving car parked in their garage who don't actually drive it. This car is the occasional sunny Saturday driver or the rare and elusive Friday-I'll-take-her to-work-car to-show-the-guys car that should be driven a lot more but isn't. These guys need the biggest whack on the wrist. At least the trailer queen car stays permanently waxed in the cryogenics garage because a single rock chip will cost a few points at the Palo Alto Concours and adding 3M clear coat is so not an option. Not that I'm defending that owner (or car) but at least that individual is competitively striving for perfection and a massive trophy even if the car is wildly unhappy with the way its life turned out.

The guy with the 2004 Porsche 911 C4 cabriolet who has 4,500 miles deserves the dead battery which he curses every time he actually tries to start the car. Look at it this way, the car is going to depreciate whether or not you are driving it and, believe it or not, it actually drives as well and easily as your BMW sedan, so why let it linger sadly in the garage. Get out and enjoy it. Who wants to tell their grand children they had a cool car that sat in the garage until they sold it?

The old days of sports cars being hard to drive, unreliable and a high drama driving experience are generally in the past. Really, over the past 10 years, any car can be driven daily, from Ferrari to Lotus and everything in between. Having a toy in the garage only enhances your life experiences if you get to enjoy driving it.

For the enthusiasts who just can't bring themselves to drive their garage queens, feel free to drive Club Sportiva's collection guilt-free. But regardless, I encourage everyone to put miles on their cars and enjoy every down shift, every 90 degree turn, every stomp-to-go acceleration opportunity.

Sports cars are meant to be driven regularly and in a spirited fashion. Grab the keys without hesitation and step on it tomorrow, or better yet, today. Just Drive!

Labels: Club Sportiva, daily driver, garage queen, show car, sports car, trailer queen, weekend car

All right! So, I am fired up to get some good car dialog going. What is the purest sports car available today? Let's say money is an object in this debate and therefore the Ferrari 430 Scuderia or Lamborghini Gallardo Superleggera are out of the question for the moment. Would the Porsche 911, built for 40+ years, be the purest? Maybe the new Porsche Cayman S or even the revised Porsche Boxster S? The light weight and rev happy Honda S2000? The new and incredible Audi R8 or maybe a "regular" F430 or Gallardo?

All those are great cars but...the Lotus Elise takes the prize. I've driven almost every sports car out there with few exceptions and the Elise packs punch...and I don't mean torque. I mean smiles per mile and bang for buck. One other thing I love about the Elise is that it certainly is not designed for everyone - minivan drivers slogging along in the fast lane need not slide in behind the wheel. It is raw, light, agile, loud, jarring, fast and rarely spotted on the road. That is a great combo of adjectives for $50k new at a dealer or even less when pre-owned.

Club Sportiva bought its Elise with the hard top, stage 2 sport exhaust and chrome orange at South Bay Lotus near Los Angeles in fall 2005 and it has held up solidly for 20,000 miles and looks and runs as it did the day it was new. Sure, we've had our share of warranty issues, but no worse than any other high-end sports car. I drove it from L.A. to San Francisco straight through and arrived at the Clubhouse surprisingly ready to continue rolling north for another day if needed. I wish we had a Club location in Seattle, or I would have kept driving!

It also looks great in orange, which frankly, only Lotus and Lamborghini can get away with where it actually helps resale value. Try an orange BMW or Ferrari at trade-in. You'll be seeing red - both in depreciation and frustration.

The Elise truly embodies Collin Chapman's philosophy that to make a car quicker you add lightness. Think about that statement for a moment. Some people say the Elise is too insect-like in design. To those people I say drive it and then tell me if you really care that the radiator grill looks vaguely like a praying mantis. Blip the throttle, heel-toe on a down shift, take an apex hard, lay on the brakes, take a few s curves fast and then say "I don't like the Elise because it looks different from all the aerodynamic drones out there" and I'll know you're not a car enthusiast. Seat time is the solution for those who debate the Elise.

Is it a torque-monster? No, it is not. If it had a big torquey engine, then the chassis would be heavier to support the engine, the transmission would be heavier to manage the power, the brakes would be bigger to handle the weight, and suddenly, you've just blown the beautiful simplicity and balance the Elise exhibits. I say, torque not needed on this car. For the power mongers, get the Exige or get something else, but don't be surprised when the Elise leaves you behind on a mountain road.

Ultimately, the question really is, are you a torque-head who needs brutal acceleration on the straights who cares less about finesse, or are you a person who wants to carve up a long, twisty mountain road? In California, we have mountain roads galore, so give me a light, nimble, high revving sports car any day!

My thoughts for the day! Comments desired...

Labels: Club Sportiva, exotic car share club, Lotus Elise, sports car