What Supercars have the Best Price to Performance this Year?

With under $200K to Spend, These are the Best Supercars to Buy in 2022

Wow, it’s already 2022 and the past two years have been a decidedly weird blur of strange events like labor shortages, back-orders and sparse microchip production in the automotive sector. But as certain OEM manufacturers have been hit hard missing targets, supercar manufacturers have posted record gains and certain models fly off the shelves. We then asked, what supercars on sale in 2022 are attainable but amount to the cheapest, high performance supercars to buy.

For the sake of the article, it is widely accepted that a supercar today is 500hp+ with a mid-engine and rear-drive transaxle. A proper supercar makes use of more exotic materials, composites and advanced technology to set it apart from the brute force of lesser platforms like say a Mustang, Camaro or even a GT-R. A supercar can be had for under $200,000 (if there are units available) and this list is the most-affordable, yet capable performance vehicles available. 

2023 Chevrolet Corvette Z06 C8 – $89,500 (est.)

Yes, we know the Z06 is a 2023 model year and that deliveries and dealer mark-ups could be a circus but this is a supercar-slayer will be on sale Summer of 2022. The Corvette C8 itself was an incredible platform overhaul that has been rumored since the 60s but finally the mid-engine American supercar is actually here.

The upcoming 2023 Corvette Z06 promises to eclipse not only the soft-bellied C7 Z06 it replaced but anything close to its price-point. Derived from the C8.R racecar tech that put the hurt on the field at Le Mans, Sebring 12h and Daytona 24h is coming for fancy Italian, British and German mid-engine offerings. With an incredible sounding flat-plane crank V8, there is no turbo and no supercharger to put out its 670 glorious naturally aspirated horsepower. 

…The upcoming 2023 Corvette Z06 promises to eclipse not only the soft-bellied C7 Z06 it replaced but anything close to its price-point…

The 2023 Corvette Z06 was tested by Chevy to run 0-60mph in an incredible 2.6-seconds. We can hear you Tesla fanbois, but the 2023 Corvette Z06 will catch a Plaid just past the ¼-mile marker and destroy it on the way to a higher top speed.

2023 Audi R8 Performance RWD – $148,700

When the German brand jumped into the supercar arena, critics thought they were mentally unstable. But Audi already had Lamborghini in it’s portfolio, so the risk wasn’t high and they could design a comfortable everyday supercar that was inexpensive. The R8 V10 has gotten good, so good that it could be cross-shopped with a Lambo Huracan for much less for several years now.

For under $150K, you can get the Audi R8 Performance with spicy rear-wheel drive. It’s lighter and more unhinged than the R8 quattro. With a proven 5.2L V10 using no forced induction, you get 562-horsepower and a capable 3.6-seconds 0-60mph and a 205 mph top speed! Zehr gut! 

2022 Acura NSX Type-S – $169,500

The Acura NSX used to make our cut for best supercar value for performance-to-price when it was cheaper. With harsh critiques about the NSX, Acura took the gloves off for the Type-S, the final trim edition for the supercar that should have been available from launch but limited to only 350 units… worldwide!

The 2022 Acura NSX Type-S is everything the enthusiasts wanted. The hand-built vehicle only handled by master technicians, the same talent behind the NSX GT3 car it was inspired by. Up from 560hp in the NSX, the NSX Type-S now boasts 600-horsepower from its combined SH-AWD hybrid drivetrain. The vehicle has aggressively restyled looks, GT3-derived aero and a twin turbo mill equating to performance value will crush many high-dollar supercars. 

…The hand-built vehicle only handled by master technicians, the same talent behind the NSX GT3 car it was inspired by…

 

With a claimed top speed of 191 mph and sub-3s 0-60mph time, overall performance data is murky. But does it matter? All 350 units are spoken for with a reported 700 buyers in the queue, although the website does state: “All orders are pending. Contact your local dealer to get on the waitlist.” 

2̶0̶2̶3̶ ̶L̶a̶m̶b̶o̶r̶g̶h̶i̶n̶i̶ ̶H̶u̶r̶a̶c̶a̶n̶ ̶E̶v̶o̶  2023 Porsche 718 Cayman GT4 RS – $143,050

Say what you want in the comments, but we changed our minds mid-post on opting for the lower cost 2023 Porsche Cayman 718 GT4 RS versus the aging Lambo for affordable supercars. Porsche is dominating in motorsports and Nϋrburgring records with the 911 GT3, GT3 RS, GT2 RS but now for $150K you can buy a mid-engine chassis GT3-powered, lightweight track weapon that promises to embarrass many supercars like the base Huracan Evo that costs $66K more!

First, let’s settle the ‘whether this is a supercar’ argument now. Yes, it has a MR layout and a flat-6 motor that is technically 502hp (detuned to 493hp) with a number of exotic materials to keep it trim at 3,227-pounds. The GT4-RS might not have McLaren or Lambo styling but Porsche builds capable mid-engine cars and this Cayman outruns their Carrera GT and nearly the 918 Spyder after running a shocking 7:04.5 lap on the Nürburgring! The GT4 RS clicks off a 3.2s 0-60mph time and will hit 196 mph… all for under $150K? Shut up and take our money.

What is the Best Yet Cheapest Supercar to Buy?

McLaren and Lamborghini used to be on this list but now their “entry-level” Artura and Hurcan EVO have crept past the $200,000 barrier. For that reason, they still offer solid supercar value but seem unattainable for the upper middle-class. In the end, if you can go domestic, the 2023 Chevrolet Corvette Z06 is the clear winner here. We predict buyers will be paying double sticker for it and still be happy with how it abuses rival supercars.

Why the Porsche 930 Turbo is Called The Widowmaker 911

The Almost Uncontrollable 911 Turbo is Magic for a Real Driver

Back in the late 90s, I was a total punk when it came to dismissing European car brands. Why? Well with a few minor tweaks, my turbo AWD Mitsu could outrun any BMW, Audi and even Porsche of the day in a straight line or in the twisties. Granted those were stock Euro cars being pumped out in Bavaria, Ingolstadt and Stuttgart but then I got the opportunity to drive a true legend, the Porsche 930 Turbo and the whole perspective changed. This coworker’s 930 Turbo had a handful of Ruf modifications and was so fast, the rear tires never really felt connected to the pavement. But was it the just the tires or was there more to the question: why do they call the Porsche 930 Turbo the Widowmaker?

Let’s be blunt, the name ‘Widowmaker’ implies you are going to die driving this car, and leave your wife a wealthy widow. Back in the 1970s when this car was conceived, we still had the Grand Prix running the Nürburgring Nordschleife Green Hell, no air bags, no ABS and Porsche engineers were smoking potent Euro cigarettes at their desks. Porsche was dominating top level motorsports like Le Mans with turbo tech in the Porsche 956 and Porsche 962C won most of the races in the 1970s and 1980s. But it was the highly successful Porsche 935 turbo, that required, Porsche build FIA homologated models for the street and the Porsche 930 Turbo produced 400 units as required in 1975. 

…the name ‘Widowmaker’ implies you are going to die driving this car, and leave your wife a wealthy widow…

But this was a car that now eclipses the 911 chassis horsepower they had in the Carrera itself. The more pedestrian version of the 911 had 150hp and 173hp for the 911S but the 930 cranked out a whopping 250hp in the 3.0L from 1975-1977 and 296 hp with 304 lb-ft of torque from the later 3.3-liter in 1978 onwards. Coming from 3.0-3.3L, that kind of horsepower might not sound like much in our modern horsepower wars but it was substantial and clearly the rest of the 930 wasn’t ready. Although Porsche upgraded the 911 chassis to address items like weight distribution, downforce, traction and yes the dreaded turbo lag, there were significant problems driving the Porsche 930 Turbo,

“The technology isn’t in the car for it to cope with the amount of horsepower, really.” 1980 Porsche 930 Turbo owner Deryck Shakespeare told Petrolicious, “If you’re not ready for [turbo lag], it will catch you by surprise and it’s lights out.”

My first experience in the 930 Turbo was trying to run 0-60mph times in my (then new G-Tech performance meter. When launching in first gear even with a bit of a roll-out it would just light up the tires and break loose when the boost started coming on. Yes I had powerful turbo cars but, this was a Ruf Turbo that was around 400hp and it was too much for the suspension, tires and weight bias to handle. The best runs we clicked off were low 5-second range but that was starting in second gear!

Remember, that is straight line acceleration and the 3.3L boxer-6 turbo was a handful. He said he didn’t really drive anywhere near the limit because of the cars reputation he had a couple snap-oversteer tank-slapper moments and that was enough to dial it back and just respect the car that completely lived up to it’s name – the Widowmaker.

The Porsche 930 Turbo isn’t a ver substantial car. It was over simplified almost from the beginning and by the mid to late 1980s seemed antiquated versus modern sport luxury offerings. The formula was simple, light chassis, no driver aides, no power-steering or ABS but big on horsepower… it even had an old school 4-speed transaxle. For a minimalist car, that weighed under 3,000-pounds, there was outstanding power-to-weight ratio to be had, especially by the final 1989 production car that came with 330hp. But the weight bias was completely off in this car from the 1970s 

Rear weight bias gave them immersive, off-the-line traction, and the ability to shift weight rear out of corners and rocket out of the exits. Only problem is that balance can’t be too upset as the rear weight give the car a pendulum effect when lateral cornering forces are introduced. Swing that force too much and a snap-oversteer condition arises and in the 930 Turbo chassis is impossible to control. Certainly the throttle can’t be relied on to help steer as the lag is too delayed. When that boost hits, it wouldn’t only add to the instability of the uncontrolled oversteer. As a result, the 930 Turbo and any modified variants from the factory or German turning houses, has to be feathered, has to be respected… you’re not Hans-Joachim Stuck.

The instability and unpredictability of the Porsche 930 did have consequences. There were crashes and deaths attributed to the inherent driving characteristics of the 930. It is rumored that the US market did not receive the 930 Turbo in 1980 to make revisions to the car but that was attributed to it not meeting emissions standards. Europe of course got more horsepower with 325 but let’s face it, they are all fantastic drivers over there. But more importantly, the questionable fate of the 930 Turbo in unskilled hands prompted Porsche to pioneer performance AWD drive systems. Yes the Porsche 959, often credited with being the grandfather of the modern supercar needed advanced traction of electronically-controlled AWD to put all of its 450 turbo ponies to the ground.

…the questionable fate of the 930 Turbo in unskilled hands prompted Porsche to pioneer performance AWD drive systems…

Porsche and turbo now meant they would be synonymous with all-wheel drive. Well at least until traction control, suspension and tire tech caught up. Yes, we are looking at you GT2-RS.

Widowmaker: a term coined by German pilots terrified of their flawed Luftwaffe F104G Starfighter seemed fitting for the Porsche 930 Turbo. Parallels exists since the F-104G was a high performance fighter with an out-of-the-box design but also fatal design issues and it didn’t perform in less-than-ideal conditions.

The Drift Ready 2022 Audi RS3 Complete with 401-HP

July 19, 2021 – Audi may have released the A3 sedan for 2022, but the lineup wasn’t complete until now with the addition of the 2022 Audi RS3. Audi not only stepped up their design for this new sedan sports car, but also their technology and power output. 

The new Audi RS3 will come with the same 2.5-liter inline-five that its predecessor used, but this time with a bit more power. After a few tweaks and some European love, the sedan now pushes 401 horsepower and 369 pound-feet of torque. The Audi RS3 is capable of sprinting to 62 mph in just 3.8 seconds, but the fun doesn’t stop in a straight line. Matched with an impressive torque splitter that distributes drive torque between the rear wheels in a fully variable manner, the RS3 features driving modes such as RS Torque Rear that allows a single rear wheel to receive all the power, making sliding around a track that much easier, and fun. 

Other standard equipment includes RS sports suspension with newly developed shock absorbers and a valve system both specific top the RS3. Also featured is larger wheel camber for more precise steering response and increased cornering force. To stop, the RS3 comes fitted with newly developed six-piston steel brakes. 

Moving to the looks, the Audi RS3’s design is even more dynamic than before, with a wide RS bumper housing a distinctive honeycomb grille, and large air intakes which give the sedan an expressive appearance. 

The price for the U.S. model of the Audi RS3 hasn’t been announced yet, but looking at the 2020 model and its $57,195 price tag, we will assume it be be a couple thousand more than that.

Audi E-Tron GT and RS E-Tron GT Aim for Comfort and Performance

Feb. 10 – With the ever-growing popularity of SUVs in America, it’s a welcoming sight to see the all-new 2022 Audi e-tron GT and RS e-tron GT. Audi announced Tuesday that their new electric vehicle, the e-tron GT, is defined by its duality, a high-performance gran turismo that can be enjoyed through spirited driving, or even just leisurely cruises. To expand on this, Audi Sport has also released its first ever EV in the U.S, the Audi RS e-tron GT, packed full of new tech including an electric propulsion system, air suspension, all-wheel steering, and a two speed transmission. 

Both the Audi e-tron GT and RS e-tron GT are packed with power, both suited with permanently excited synchronous motors (PSM). These motors are ideal because of their ample, instant torque. The e-tron GT produces 235 horsepower from a motor situated in the front, and 429 horsepower from the motor in the rear. The net combined power for these motors is 469 horsepower, but a key feature is their ability to overboots for 2.5 seconds with launch control, shooting that new horsepower number up to 522, with 464 lb-ft of torque. The e-tron GT can launch to 60 in 3.9 seconds, repeatedly, while being able to hit a top-speed of 152 mph. 

Even more impressive power wise is the RS e-tron GT — both e-tron GT’s share the same front motor, but the rear is where the RS has the advantage. At the rear of the RS e-tron GT is a motor capable of 450 horsepower, bringing the RS’ net horsepower to 590, or 637 with overboost. Combined with its total system torque of 612 lb-ft, the RS can jet to 60 in 3.1 seconds, and hit a top speed of 155 mph. 

A unique feature that the Audi e-tron GT’s have that puts them at an advantage over other electric vehicles is their two-speed transmissions. Anything over a single speed transmission almost seems odd now that EV’s are becoming increasingly popular, but Audi may be on to something with this new advancement. The GT’s 1st gear is used for rapid acceleration when needed, while the taller second gear can be used for long stretches of highway driving.

Other key features the Audi e-tron GT and RS e-tron GT will come with standard are a leather-free interior, using Dynamic and Alcantara, a “monoposto” cockpit that angles everything towards the driver, and a full-circumference flat-bottom steering wheel, wrapped in Alcantara. Standard for the RSS e-tron GT is a lightweight, high-strength, five-layer carbon fiber reinforced plastic roof. Another key design detail that Audi wanted to stand out is the strongly chiseled lower doorsill lines that emphasize the battery pack as the car’s powerhouse and foundation. 

The 2022 Audi e-tron GT and RS e-tron GT will arrive in the U.S. this summer, with prices starting at $99,000 for the e-tron GT and $139,900 for the RS e-tron GT.

Audi Returns to Rally Racing

Competing in Dakar 2022 With Electric-Drive Platform

December 10, 2020 – For the first time ever, Audi will be competing in the famous Dakar Rally in 2022 with an innovative prototype vehicle. Utilizing an electric drivetrain powered by a high-voltage battery paired with an efficient energy converter, Audi plans to spearhead a future for the company in cross-country rallying motorsport.

Once a trailblazer in the rally world with their Quattro sub brand, Audi plans to make a triumphant return to the scene bringing a factory team back to the dirt stages. And what better way to start than with one of the most extreme and dangerous rally races out there. Audi plans to use their new electric drive system that charges the high voltage battery while driving. The Dakar Rally’s tough conditions and demand for endurance became the perfect test for the platform. Audi hopes to showcase the durability of their new electric-drive platform and once again become an icon in the rally world and lay the groundwork for developing the platform for production use.

The Audi RS6 Avant Is Coming to America

March 9, 2020 – Audi is finally giving the US high powered performance wagon: the RS6 Avant. Previously unavailable to the American market, the RS6 Avant was just a pipe dream for many wishing they could have the space and daily practicality of a wagon, but the performance of a sports car. With its 4.0-liter TFSI® twin-turbo V8, the new Audi is definitely not going fall short in the power department. This beefy power plant produces 591 horsepower and 590 lb-ft of torque, pushing it from 0-60 in 3.5 seconds. Audi will also be offering an optional sport exhaust to have a “more pronounced sound”. Who wouldn’t want to hear a more pronounced twin turbo v8? In a straight the RS6 will be one of the quickest out there, but its suspension shows Audi did not neglect cornering ability.

Adaptive air suspension was specifically tuned for the RS6 Avant and controllable by the driver though switching driving modes. And if you would like to get even more in the corners, a sport suspension option is also available utilizing the 3 way adjustable dampers with a system called Dynamic Ride Control (DRC), which provides roll stabilization without the help of any computers.

The exterior of the new-for-America Audi RS6 Avant is stellar and aggressive with several sharp lines and a wide body to show off how buff it is. On top of that, it will come standard with huge 21 inch wheels with options that get even bigger. Design wise, the RS6 is in tune with the rest of the RS family of aggressive performance. Needless to say; it sits real pretty.

The wagon is becoming scarce in manufacturer lineups. Performance wagons are even fewer and farther in between, but they provide a unique automotive experience.With Audi’s choice to release the RS6 Avant in the US, it kind of makes you hope that we’re going to see more manufacturers feeding into this category.

The New Audi SQ8 Lets You Have Comfort and High Performance

March 6, 2020 – Audi’s brand new SQ8 provides a medium level performance option packaged into a daily drivable SUV. Coming with the SQ8 is an engine that has yet to be brought to America by Audi, and is a twin turbocharged 4.0L V8 that produces 500hp and 568lb-ft of torque. With a 0-60 of 4.3 seconds, this SUV definitely isn’t slow.

If you pick up the Sport package, you’ll be treated to a few upgrades including a Quattro sport differential, red brake calipers, and active roll stabilization which will help the SQ8 stay flat in the corners. All trims come with all-wheel steering as well as all wheel drive, maximizing the driver’s control.

Inside, the interior maintains the luxury expected from an Audi and features 2 large touch screens oriented towards the driver. Overall, the design takes cues from the Audi Sport Quattro coupe while pushing the design towards a more modern look with sharp edges and their signature pronounced center grill. Blended together, the comfortable interior and high performance engine and suspension make the Audi SQ8 a perfect median between daily practicality and performance.

Nürburgring 2019

Just a scant week after the Le Mans 24 hour race in France, the European sports car action moved a little more than 400 miles northwest to the German town of Nürburg and the Allgemeiner Deutscher Automobile-Club (ADAC – German Automobile Club) 24 Hours Nürburgring. Established in 1970 on the Nordschleife (North loop) of the circuit, 24 Hours Nürburgring is not Le Mans, attracting local rather than international teams, but it is, nevertheless, a fantastic endurance race for touring cars and GT sports cars, especially if you like German-made sports cars from Audi, BMW, Mercedes and Porsche.

The Nürburgring track, once described by retired Grand Prix World Champion Sir Jackie Stewart as “The Green Hell,” is 15.5 miles (25 km) long and affords space, so the organizers say, for some 200 cars and more than 700 drivers. Not unexpectedly, the race has been won for the last few years by home-grown, German vehicles such as Mercedes in 2016, Audi in 2017 and Porsche in 2018. This year saw the 47^th running of the event, now sponsored by TOTAL, and once again an Audi R8 LMS campaigned by Phoenix Racing took the checkered flag.

The track [was], once described by retired Grand Prix World Champion Sir Jackie Stewart as “The Green Hell”… 

Four German-Belgian drivers: Pierre Kaffer, Frank Stippler, Dries Vanthoor and Frederic Vervisch managed 157 laps and 2,475 miles at Nürburgring. One lap down was the second place Manthey Racing team of New Zealander Earl Bamber, Brit Michael Christensen, Kevin Estre from France and German Laurens Vanthoor (brother of Dries) in a Porsche 911 GT3 R. Manthey Racing has won six times before, however, a penalty caused by Vanthoor for speeding in a “slow zone” meant that they lost first place.  Meanwhile, third place was taken by the Audi Sport Team Car Collection in another Audi R8 LMS driven by Markus Winkelhock, Christopher Haase, Marcel Fassler and Rene Rast.

For Team Phoenix it was their fifth win as it was for Audi, however, it was Frank Stippler’s second win, his first was in 2012, but the first for the rest of the drivers including Pierre Kaffer, who said, “The Nürburgring is my home race and winning is a dream come true.” Kaffer has also won at Le Mans and Sebring.

The Black-Falcon-Mercedes-AMG #2 driven by Maximillian Buhk, Hupert Haupt, Thomas Jäger and Luca Stolz, lead the first third of the race with the Manthey-Porsche #911 until the Mercedes had to retire due to damage caused by a collision while overtaking a slower racecar. Battle for the leadership raged all night but eventually, the Audi secured the lead.

Perhaps driver Alexander Prinz had the mostly dramatic race when his GT3 #55 Ferrari 488 from the aptly-named Octane 126 team caught fire and almost burned to the ground as it took marshals some time to get there and get the flames under control. Unfortunately, BMW did not have a great race at Nürburgring. Their best finish was seventh and the remainder of the M6 GT3s were sidelined early.

A rather unusual and largely unknown aspect of this year’s event was the fact that the president of Toyota, Akio Toyoda, participated in the race in a Supra driving under a fake name. Seems that Toyota Gazoo Racing, who won Le Mans, entered three cars at Nürburgring. The cars were driven by professional drivers except, that is, for a mysterious “Mr. Morizo.” Turns out Mr. Morizo was none other than 63-year-old Toyota president Akio Toyoda driving the #90 Gazoo GR Supra. Apparently, Mr. Toyoda, who was very supportive of the Supra’s revival, had driven the Nürburgring endless times during the development of the A70 Supra and raced the ‘ring in the 2014 race behind the wheel of a Lexus LFA.

More that 230,000 spectators turned out to attend the 47^th Nürburgring and you can’t say they were disappointed.

McLaren F1 Designer Peter Stevens Takes His T Black

What do you think the F1 designer of the amazing 240-mph McLaren F1 drives? It would surprise you to know that he mostly drives a Model A Ford and at weekends races his 1925 Ford Model T.

Supercar designer Peter Stevens grew up in England in his grandparent’s house with his uncle Denis “Jenks” Jenkinson who was a British motor racing journalist and most renowned as co-pilot of Sir Stirling Moss in the infamous Mille Miglia race in Italy. Pete’s father was an accomplished painter and Peter attended London’s prestigious Royal College of Art (RCA) where later he would become a professor in charge of the school’s acclaimed automotive design program.

Peter couldn’t help but become a gearhead and he loves it all, from off-roading to the local English pub, down the River Deben in his Jeep, to Le Mans, to land speed racing at Bonneville. After college, Peter established his own design consultancy and worked for Renault on the Alpine, Tom Walkinshaw Racing (TWR), and even did work for the Brabham Formula One team.

In 1985, he became Chief F1 Designer at Lotus Cars where he worked on the Excel, the Esprit, the Elan and for outside companies such as Isuzu, Cadillac, Triumph, and Chrysler. However, in 1989, he worked with TWR on the design and development of the Jaguar XJR15 that remains one of his favorite designs and endures as a very collectible supercar. Only 53 were built and they command prices approaching $400,000.

Ron Dennis of McLaren saw Peter’s potential and hired him to design the then-new Mclaren F1. Design credit usually goes to Gordon Murray but while he was the engineer Peter actually did the design work.

When the F1 project was complete Peter worked for numerous clients including Audi, Lamborghini, Benetton F1, BMW Motorsport, Hyundai, IPN Indonesia, McLaren Cars, Nardi SpA, OZ Wheels, Prodrive, Panoz, Reynard, Rolls Royce, Subaru, TAG Electronics, Toyota Team Europe, Virgin Atlantic, and TATA motors. His impressive body of work resulted in numerous awards including the U.K.’s Autocar magazine Designer of the Year.

“The right pedal is the brake, the center pedal is reverse, and the left pedal is low, neutral, and high. The throttle is on the column—got that?”Peter Stevens

In the year 2000, Peter became the Director of Product Design for MG Rover and worked on the MG TF, the MG Z-Cars, the MG SV and the Bonneville MG ZT wagon. It was on that project that we were able to finally work together as I worked at So-Cal Speed Shop in Pomona, California, where the racecar was built.

But why a wagon for Bonneville, you may ask? Well, deep down Peter is a hot rodder as were members of the MG board and at the time MG was developing a line of V8-powered vehicles powered by Ford-Roush engines. The aerodynamic wagon seemed a natural, especially when powered by a 700-hp Roush NASCAR engine. The wagon eventually exceeded more than 230-mph but sadly MG Rover collapsed in 2005 and the project was shuttered.

Peter, meanwhile, continues to design for a wide range of clients and works on a lot of eco-friendly, mass-transit projects as well as some alternative-fueled supercars. He also judges Concours events around the world, lectures and gives his time to numerous educational projects including the prestigious REVS Institute in Florida.

However, his first love remains hot rods and Ford Model Ts in particular. Over the years, he has owned several T speedsters but his current ride is a barely shiny, Henry Ford “Any color as long as it’s black,” 1925 turtle-deck roadster. It’s called a turtle deck because of that add-on trunk bolted to the back of the roadster body.

…his current ride is a barely shiny, Henry Ford “Any color as long as it’s black,” 1925 turtle-deck roadster.

Peter purchased the T from the U.S. sight unseen on eBay and works and on it himself at home in his studio or his barn in Suffolk, England, about 100 miles northeast of London. The chassis is a narrowed frame from a later, 1929 Ford Model A right down to the lowered buggy spring suspension and rod-actuated brakes.

Thankfully, it does not have the quirky Ford T pedal arrangement. “The right pedal is the brake,” said Peter. “The center pedal is reverse, and the left pedal is low, neutral, and high. The throttle is on the column—got that?”

Power for the black beast comes from a mildly hopped-up Model B four-cylinder engine fitted with a Winfield cylinder head, an Ansen intake, a Mallory distributor and a Stromberg 97 carb that is made just up the road in Waldringfield, Suffolk. Over the summer, Peter’s plan is to install a hi-lift cam from H&H Antique in La Crescenta, California.

Peter is well experienced at driving these funky old cars. He not only drives them on the street but also races in such events as the Pendine Sands Hot Rod Races in Wales where we caught up with him, at the Rømø Motor Festival in Denmark, and at other European venues. It’s a far cry from the McLaren F1 but to Peter, “They’re all hot rods to me.”

For more information about Peter visit his website or follow him on Facebook.

From Mello to Melodrama

The H2Oi International Story (Part Two)

The stages were set. On one, an automotive revolutionary war of sorts was brewing. Showgoers were about to land in a city they weren’t welcome in with a police force that knew they were coming anyway.

On the other, “generals” were in the final stages of “recolonization,” having lost the hard-fought “Battle of Ocean City” so to speak. It was official: Atlantic City, New Jersey was H2Oi International’s new home, and this new frontier meant new opportunities and challenges for the “settlers.”

CLEARING THE MUDDY WATERS

Before we get into my experiences of both events, I had an opportunity to interview Jay Shoup, owner and founder of H2Oi International. I’m sharing snippets of our conversation in an effort to negate the plethora of inaccurate statements that have—and continue to—come out about his show as well as the events preceding it. Here are the facts:

1. The actual sanctioned car show that is H2Oi International was never held in Ocean City, Maryland.
   Since the day of the show’s origination, H2Oi has always been held outside Ocean City. People attending the show would congregate in Ocean City because of its proximity to the show. According to Jay, it was local media that incorrectly associated the two events in an effort to put blame on him. “The media beat me down,” Mr. Shoup explained. “Why do they keep bringing me into this?”—a question he asks to this day.
2. It was Jay’s decision to take H2Oi International elsewhere.
   When I asked him about relocating, Mr. Shoup confidently stated that, “There weren’t – and still aren’t – any legal grounds whatsoever for Ocean City to shut down my show, even if I decided to stay put.” Of course, he wasn’t interested in fighting anymore and that’s why he opted to postpone the show in 2017; To find a new, more suitable (and welcoming) venue.
3. “Did Ocean City officials really do everything they could to keep the peace (and the people there)?”
   This is one of the biggest questions Jay continues to ask to this day. He argues that, when it came to the preceding events in Ocean City, “The minority were the ones causing trouble,” and that, “I don’t [necessarily] know the solution, but I do know how to handle them.” Jay, for example, told me that, in the 20 years of his show’s existence, Ocean City officials never bothered to call upon the Maryland State Police to help keep the peace – an organization that he made sure to always hire from for H2Oi every year. And remember, this was never Jay’s problem in the first place!

MY EXPERIENCES

So with all that being said, let me first preface by saying that the following are my experiences of Ocean City and Atlantic City respectively. Anyone and everyone who attended either or both events no doubt had different experiences of them, which are neither right or wrong. I actually wrote a post on one of the Ocean City attendees Facebook groups asking them to share their thoughts and experiences with me. You will occasionally see quotes from this post.

OCEAN CITY

I arrived in Ocean City, Maryland on a Thursday evening, and it took almost two whole days to see the sizeable crowds of years past reappear. By Saturday, the sun set just beyond the horizon, and the natural lighting illuminating our surroundings was replaced by the flashing lights of Ocean City Police cars. As we walked the strip, we’d pass groups of people yelling “SEND IT!” to cruisers waiting at a red light. Usually, these groups would be holding signs with lude messages written on them as well while they taunted. The light would turn green, someone inevitably would in fact send it, and would get pulled over immediately after doing so.

Interactions that would follow between car owners and law enforcement were either contentious or cooperative. For the contentious ones, it was about testing the limits – a mentality not unlike one from a first-year college student. “You go to OCMD for the chaos that ‘H2Oi’ weekend brings,” one person submitted as a response to my Facebook post. “I had even more fun [this year] haha. [I] felt like there was more adrenaline because you could get caught easier,” responded another. And, to be clear, I nor staff from The Dawg Box condone this kind of behavior.

For others, it was a jovial, crime-free game of “Cat and Mouse.” The challenge: Bringing a car down to Ocean City that is blatantly illegal and see how long they can actually drive it on Coastal Highway before getting pulled over. The results: Usually within minutes of the tires touching the pavement, drivers would end up assisting the tow truck driver in loading their own vehicle to be carted off to the impound lot. It’s a game they inevitably lost.

And then there were those who were there simply to hang out. Whether they were seated in lawn chairs on the sidewalk or on inflatable couches in the bed of a truck, it’s as if they went to set an example; showing residents that not all young car enthusiasts were there to act out. Sure they also cruised the strip in vehicles that the city deemed “Unsafe,” but at least they behaved.

ATLANTIC CITY

Now, I’ll be honest, I’ve never actually attended the actual H2Oi International show when it was held in Ocean City, so I personally can’t make a comparison to what took place at The Showboat. Also, I’d be lying if I said that I didn’t have my prejudgements about what the turnout would be like (that certainly explains why I traveled down on a Sunday afternoon and only spent two full hours there). I can and will, however, talk about H2Oi from the perspective of a 10-year veteran of the east coast car show scene.

For starters, it wasn’t an exclusively Audi/Volkswagen car show. All makes and models were there but thankfully, the 12 Top Dawgs were all European makes. To me, that doesn’t necessarily matter as I understand that businesses often have to adapt to new places and situations. And it was their first year at The Showboat, so I would’ve been shocked if there weren’t growing pains like this.

But, having said all that, what did surprise me was the general presentation of it all. The Showboat’s cul-de-sac, for example, was crammed with the Top Dawg finalists and as many vendor booths as they could fit, all while hotel guests were coming and going. To me, it felt like I was at a job fair.

And then there was the parking garage, where the remaining cars parked. “The idea was to separate general and show parking, but we didn’t really have the manpower to police it this year,” Mr. Shoup clarified. It made sense. Cars were scattered throughout every level with no real organizational structure whatsoever. Many were driving in and out of the garage freely while spectators were still walking around. It honestly felt like a cross between a scene from The Fast and the Furious: Tokyo Drift and one from car meets I used to attend back home. “We’ll figure out a better solution for next year,” Jay said.

Look, I’ll be the first to tell you that it’s often difficult to embrace change, but I think that if we as enthusiasts, take the time to try to embrace it (and succeed), we can appreciate H2Oi’s new home while still reminiscing about the good times in Ocean City, Maryland. For all intents and purposes, H2Oi was a success. What do you think?

From Mellow to Melodrama

The H2Oi International Story (Part One)

It couldn’t have been a more perfect setting: A nine-mile highway running through the belly of an island. The Atlantic Ocean to the East and resort condominiums to the West. The name: Ocean City, Maryland. 

An annual Audi/Volkswagen-specific car show called H2Oi International would take place at either Fort Whaley in Whaleyville or at the racetrack at Ocean Downs Casino, and the closest area with enough hotel vacancies for the thousands to flood in was, for better or worse, Ocean City. In addition to the vacancies, only about 7,000 residents inhabited the almost 40 square-mile island. So there was plenty of room for things to get wild too.

What began as a pre-party turned into one of the most confusing, controversial “car shows” in the United States. But how did this happen…and why?

A SEASONAL CAR SHOW SEASON

To understand why there is a propensity to get rowdy before H2Oi International, you first have to understand how the East Coast car show season works. Unlike our western counterpart, we don’t always receive the nicest weather – for months on end – and therefore have a limited amount of time to enjoy our cars. When the end of September approaches, our internal senses remind us that “the end is near.”

The easiest way to explain this is to do a hypothetical experiment of sorts: Imagine Ocean City, Maryland as a small, fragile glass vial. Now imagine each car enthusiast as a molecule in the excited state – moving around uncontrollably without a final destination. Crumbier weather (i.e., rain and snow) serves as the catalyst, causing these molecules to increase their movements as the quality of weather deteriorates. Now imagine that, before the weather reaches “hibernation” temperatures for cars, more and more molecules get crammed into the vial all at once. Sound like a recipe for combustion, right?

A HUGE MEDIA OPPORTUNITY

Show car owners are inherently proud of what they have, so when you combine the opportunity to publicly showcase your car to other like-minded enthusiasts, with aspiring automotive creatives eager to shoot and ample scenic backdrops to shoot in front of, there’s one more variable to add to the aforementioned equation: The media.

Chris Petruccio of Krispy Media is one of many media professionals responsible for putting the pre-party-like festivities of H2Oi International on the map. Back in 2013, Petruccio created and released his now infamous “After Movie,” which garnered the attention of millions of auto enthusiasts to date. “I managed to create something that captured the attention of and resonated with the younger audience,” Chris explained to me in a phone interview. “It was definitely one of my big breaks as an automotive filmmaker, and I make sure to attend every year to thank my fans.”

In the years following the After Movie’s release, the days leading up to H2Oi International have become a time for budding automotive filmmakers to also try and make their mark. With many creators wanting to replicate what they’ve seen in the After Movie, burnouts, reckless driving, and, in some cases, vandalism have all become common practice.

SHOULD I STAY OR SHOULD I GO?

In 2017, the events preceding H2Oi were the equivalent of the vial from the aforementioned experiment of being filled to the brim and exploding. Ocean City Police responded to over 2,700 calls that weekend and, “While H2Oi International is not, and has never been, a city-hosted or sanctioned event…we still hosted thousands of participants, ”Chief of Police Ross Buzzuro explained in a press release. To make matters worse, nearly any method that both the city and O.C.P.D. used to try and contain the insanity, like increasing fines, impounding “unsafe vehicles,” and installing metal gates in the highway’s median, only fueled showgoers to further act out. Any effort put in to differentiate H2Oi International from this “pre-party” fiasco was essentially futile. O.C.P.D. had to find fault in something, so they blamed the show.

Jay Shoup, the founder of H2Oi International, never envisioned a weekend-long, laidback, car show resulting in the exact opposite take place. In fact, he wrote a lengthy public letter to distance himself and the real H2Oi from all of it. Unfortunately, fingers were already being pointed and there was nothing either Ocean City nor Mr. Shoup could do to resolve the matter. Both sides did, however, ultimately come to an agreement that the show had to relocate, and so it did…to The Showboat in Atlantic City, New Jersey.

This spawned a “Us Versus Them” syndrome in many showgoers. You were either: A “Loyalist” who would go wherever the sanctioned event was being held or a “Pre-Partier” who wouldn’t accept any location to congregate except Ocean City. The irony, of course, is that shows like H2Oi are ultimately designed to bring people together and not cause a divide between them.

Now that you’ve read the “Prologue” to the H2Oi saga, you can begin to understand why things have unfolded the way they have. Stay tuned for part two, where I’ll be giving a more in-depth description of each event from my perspective.