Rivalry Resurrected at State of Speed LA: BMW VS. Mercedes

Summer is here and the heat is turning up, at least at Mays State of Speed LA where the age-old “BMW VS. Mercedes” was being contested once again. There were plenty of sick builds representing both sides, from classics to modern rides. While the theme this time was Mercs vs. Bimmers, they weren’t the only types of cars out for viewing pleasure. There were other EDM manufactures, muscle, and of course JDM.

…they weren’t the only types of cars out for viewing pleasure. There were other EDM manufactures, muscle, and of course JDM…

A big thanks to all who came to participate and those who came to enjoy the amazing cars on display. Stay tuned for the next State of Speed LA car show, we hope to see you there!

Parkhaus1 Miami: Porsche Magic for 911s and P-Car Classics

Complete Porsche Restorations, Sales, Tuning and Dealer Alternative

Everytime a car contact of ours visits Miami and South Florida, they typically make inquiries about which supercar and classic car hotspots they need to visit. One Porsche 911 owner stopped by and later admitted within five miles of our location, he saw more supercar and hypercar content versus several years back home… all in one afternoon! Aside from the multiple 918 Porsche Spyders and RS cars we viewed that day, he wanted to experience real classic, rare and outrageously modified P-Cars, and there is only one place for that, Parkhaus1 in Miami. We visited Parkhaus1 during one of their open houses but really on any given day, the  Porsche hardcore will find untold wonders of rear-engine 911s, plus a few MR and FR platforms too.

Parkhaus1 (or as they call it, The Porsche Sanctuary) is famous throughout the country and continent spanning down to South America for serious clientele. If you have the means, Parkhaus1 one will either build your dream or sell it and the caliber of inventory in the showroom is always impressive. The shop houses Porsche products of all decades, turbo and NA, narrow and widebody with upgraded cars in nearly every stage of tune. The open house coincided with client cars on display and the crowds were in a frenzy as this is almost Das Renn Treffen lite but on a monthly basis.

…If you have the means, Parkhaus1 one will either build your dream or sell it and the caliber of inventory in the showroom is always impressive…

Das Renn Treffen is the annual Porsche show held in Miami that bills itself as the largest on the east coast. Second only to Luftgekϋhlt (air cooled in German), Das Rϋenn Treffen attracts everything from low-buck 996 Turbos to near priceless Porsche 962C, 935 and 959 race cars. Parkhaus1 clients always have a huge presence there, creating much of the special content at the show.

Parkhaus1 is in deep south Miami, so when coming from northern counties like Broward or West Palm Beach, it can be a grind on the treacherous I95. But passing by the area Porsche dealerships can be worth the drive (or flatbed). A fairly new shop, Parkhaus1 was launched in 2014 by a group of Porsche enthusiasts looking to create a trusted name by doing incredible work on Porsche cars of significance. They retail rare and limited classic and late model cars but also focus on being a dealer alternative for pricey maintenance and repairs. South Florida dealer rates are over $200/hr so the Parkhaus1 $149/hr alternative is appealing to P-car owners out of warranty.

Another perk at Parkhaus1 is their Pre-Purchase Inspection service (PPI) that comes in around $349 for most P-Cars. Whether you want to see if an IMS bearing has been addressed or the body on a 356 isn’t just a hammered out rusted shell coated in layers of Bondo, buying a car remote (or local) can be a nightmare. Parkhaus1 takes all the future headaches out the equation with Gold Meister service techs at the ready for air-cooled, watercooled, naturally aspirated and turbo engines regardless if they are located in the rear, front or all chassis points in between!

The staff gave us the shop tour and a bit of backstory for each Porsche car on display. While there we saw a rare bird, Rauh-Welt Begriff (RWB) widebody 993 Cabriolet that came all the way from Georgia. Akira Nakai-san also had a few Rauh-Welt Begriff parts shipped there for an upcoming RWB 930 conversion on-site. There were manual Porsches galore for the purists like the 911R. Naturally, we couldn’t stop gawking at the uber-rare 993 911 Turbo S in the showroom with those prices soaring in the past few years.

…A fairly new shop, Parkhaus1 was launched in 2014 by a group of Porsche enthusiasts looking to create a trusted name by doing incredible work on Porsche cars of significance…

Spreading out from the indoor climate-controlled showroom, low-mile, pristine Porsches for sale stretch out to the front lot. How low mile is low mile? Well, Parkhaus1 currently has a 1989 Porsche 911 Speedster for sale that has only 3,500 miles on the clock. There are also tuned cars from TechART and a quarter million dollar Ruf, the 400-horsepower 6-speed BTR3 Turbo Cab there too! Regardless of year, make, model, trim or limited production units Parkhaus1 has for sale, one aspect of their Porsche cars is that they have been maintained, serviced and are documented with a reliable source. No surprises here and Parkhaus1 always accepts trade-ins for the right cars with no skipped maintenance intervals or sketchy history either.

When in Miami, Parkhaus1 should be on the list of must-see car attractions. Even non-Porsche aficionados will find automotive wonders to really stop and soak in at Parkhaus1 and their doors are open to customers and fans.

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.

Top 10 Air-Cooled Porsches

From 356 to 993, These are the Cars that Built a Teutonic Legend

The air-cooled, horizontally-opposed engine design that Porsche used with great success over decades had humble beginnings as a four-cylinder development of the original Volkswagen powerplant, but grew to become one of the most iconic engines ever found in both sports cars for the street and pure race cars. Here are ten milestones that cover the 50-year history of Porsche air-cooled boxer street cars.  

1948 – Porsche 356

From the rubble of war-ravaged Europe, a small, lightweight, rear-engine sports car based on the basic powertrain design of the pre-war Volkswagen “People’s Car” was created, dubbed the 356. The flat-four engine grew in displacement (from 1.1 to 1.5 liters), valve count (the 4-valve Carrera became optional at the end of 1955) and horsepower (29kW/39HP initially, 118kW/160HP in the most highly developed version) over the 356’s 76,000+ unit,19 year production run.

1964 – Porsche 911

With the 356 still selling but at the end of its development potential, the automaker introduced a new design, retaining the rear-engine layout but adding an additional two cylinders, which bumped the displacement to 2 liters and power to 96kW/130 horsepower. You may not have heard of this obscure model, as production only continued through 1989, but it represented the cornerstone of Porsche’s business model, with a legacy that continues to this day.

1965 – Porsche 912

Concern over the increased cost of the new 911 model compared to the outgoing 356 led to the introduction of an ‘entry-level’ version of the platform powered by a holdover flat-four sourced from the latest versions of the 356. Lighter, less expensive at $4,700 list price, and offering 66kW/89HP, the 912 substantially outsold the 911 at first, but by 1969 production facility realignment and stricter looming emissions requirements in the critical US market led to the decision to end 912 production in favor of the 911 and 914. In 1976, the 912 name was revived for an “E” model to replace the 914 as the bottom step of Porsche’s three-rung performance ladder until a proper successor came on-line. Just shy of 2,100 total 912E models were manufactured during that single model year, and were only sold in the US market. 

1969 – Porsche 914

Born out of a contractual obligation to provide developmental support for Volkswagen and the need to phase out the 912 in favor of a new model, the 914 was originally conceived as being sold as a VW when powered by a flat-four and a Porsche with 6-cylinder power. Concern about the US market and potential brand confusion led to Porsche marketing both models, bringing the long-standing ‘gentlemen’s agreement’ between the two companies to a sour conclusion. The car itself was a success, outselling the 911 and pioneering a rear-mid-engine powertrain layout that placed the engine ahead of the rear axle instead of behind it as it had been in the 356, 911, and 912. Though more than 118,000 were sold worldwide during the eight year production run, a bare 3,300 914/6 models would be produced. Largely overshadowed today by the runaway success of the many 911 models that appeared subsequently, the 914 was in many ways the blueprint for the modern Boxster/Cayman platform. 

1973 – Porsche 911 Carrera RS

The Rennsport (‘racing sport’) version of the classic 911 is widely considered to be one of the most desirable models from a collector’s standpoint, thanks to their improved performance and relatively low production numbers. Porsche, looking for a competitive edge in racing organizations that demanded a minimum number of cars be built and sold to the general public, created the RS as a ‘homologation special’ with a bigger and more powerful 2.7 liter six delivering 154kW/207HP. Other changes from the standard production model were an upgraded suspension, wider rear wheels and tires, more capable brakes, and aero mods that included the now-iconic “duckbill” rear decklid spoiler. In addition to these features of the “Touring”-spec RS, buyers could also tick the Sport Lightweight box on their order form which substituted thinner body panels and glass, saving an additional 220 or so pounds over the already-light 2,400 pound curb weight of the RS Touring.

1974 – Porsche 930

Though officially referred to as the 930 in the US, this variation was universally known worldwide as simply the “911 Turbo”. Introduced with a 3.0 liter engine rated at 190kW/260HP, the 930 had grown by 10 percent in displacement and another 40 horsepower by 1978; while 300 ponies doesn’t sound like much by modern sports car standards (or even compared to some crossovers), in a lightweight chassis with extreme rear weight bias and legendary turbo lag, it was more than a handful to drive. Even comically-wide rear fender flares to cover enormous rear tires and a giant whale tail spoiler could only partially correct the car’s off-throttle understeer/snap oversteer handling characteristics, and perhaps no vehicle in history other than the Beechcraft Bonanza has actively tried to kill as many doctors, investment bankers, and trust fund kids as the original 911 Turbo. Nevertheless, it remains an object of pharmaceutical-grade desire for anyone who was aware of cars in that era.

…perhaps no vehicle in history other than the Beechcraft Bonanza has actively tried to kill as many doctors, investment bankers, and trust fund kids as the original 911 Turbo…

The 930 had a hiatus in the US market due to emissions issues from 1981 until it was reintroduced for 1986, and by then the car was long in the tooth in terms of engineering, but it was still hugely profitable for the company. Porsche squeezed every bit of sweet, sweet juice out of the Turbo nonetheless, introducing the ‘slant nose’ version towards the end of production in 1989.

1989 – Porsche 964

Marketed as the “Carrera 2” and “Carrera 4”, the internally-designated 964 platform carried over just 15% of its design from the ‘classic’ 911, and was the first version to offer all-wheel-drive; as a matter of fact, the original 1989 model was only available in Carrera 4 configuration with the Carrera 2 coming on-line a year later. Power came from an equally new 3.6 liter air-cooled flat six designated the M64 rated at 184kW/247HP, and the suspension design made the radical shift from torsion bars to coil springs, with the ubiquitous MacPherson strut configuration up front and an independent semi-trailing arm rear. Coupe, Targa, and Cabriolet body styles were offered, and power steering and ABS were introduced as standard features. Buyer demand in the US led to an RS America version for 1993 and 1994, based off of the Carrera 2, featuring a whale tail spoiler, de-contented interior, and lower 2,954 pound curb weight, among other changes. Overall, the naturally-aspirated 964 spanned just half a decade of production but racked up 63,762 cars built among all the configurations.

1990 – Porsche 964 Turbo

With the introduction of the new chassis and naturally aspirated motor but a successor to the previous Turbo’s powerplant still under development, the 930’s engine was used as a stopgap. Changes increased rated power to 235kW/376HP but blunted a bit of the turbo lag, which along with the revised chassis and suspension made the car much easier to drive at the limit than the previous Turbo, but still not particularly forgiving of large changes in throttle position mid-apex. 1992 saw the debut of the Turbo S, which had the same peak power but detail revisions to the tune, a lightweight interior similar to the RS America, a manual steering rack, and lowered suspension. Only 86 were produced, making for one of the rarest road-going 911 models ever offered. By 1993, a new boosted M64 was finally available for the Turbo 3.6 model with 265kW/355HP on tap, but the 964 was nearing the end of its abbreviated lifespan and only one model year and less than 1,500 total cars were produced to that spec. 

1994 – Porsche 993

For the 1995 model year, Porsche once again mutated the 911 DNA to produce another generation with minimal (claimed less than 20%) carryover from the 964. Major frame and suspension design changes improved handling and further tamed the inherent snap-oversteer characteristics common to rear engine designs, and once again both 2 and 4 driven wheel models were offered. While the M64 engine design was carried over, this generation gained a sixth gear in the manual transmission and a bump to 200kW/268HP at introduction. Coupe and Cabriolet body designs were manufactured, along with a complex “greenhouse” roof marketed as a Targa but with a power-retractable glass panel in place of the previous removable section. Production ended in 1998 thanks to the air-cooled design no longer being able to reasonably meet emissions and noise standards, but not without one final model to properly put a coda on the end of the air-cooled 911 symphony…

1995 – Porsche 993 Turbo

Everything came together in the last air-cooled Turbo 911, with a 3.6 liter twin-turbo M64 cranking out 300kW/402HP, the first all-wheel-drive layout for a 911 Turbo, wider rear bodywork, and of course a whale tail spoiler. All the nasty surprises of the original 930 had been eliminated, creating a car that was more forgiving when pushed, not a carnival ride in bad weather, and shockingly quick under all circumstances. The ante was upped in 1997 with the Turbo S’ uprated engine delivering 424 horsepower, and another homologation special, the GT2, was produced and sold in small numbers, making it highly sought-after by collectors. All things considered, the 993 Turbo was a fitting conclusion to the first part of Porsche’s 911 evolution. 

L’Automobile Storms Miami Beach With Concepts, Customs, and Supercars

Second Annual Event Showcases World Class Cars

When you think of Miami, visions of the unhinged 80s immersed in a tropical lifestyle with a dose of narcotics come into focus. However, Miami is now recognized as an international hub of fashion, culture, and art renowned the world over for producing leading-edge designers. The car in Miami is more of a statement than basic transportation and even six-figure supercars are heavily customized and modified to make an impact in South Beach, Brickell and emerging hot spots like Wynwood and the Design District. With this fashion, art and culture movement producing a show like l’Automobile would certainly succeed, transcending car enthusiasts to cater to the design inherent in cars and the talent designers who visualize and craft them as well.

L’Automobile (French for ‘The Automobile’) is in its second year and being a new show, at a fresh venue with an innovative approach, gained momentum as car design aficionados caught on. The founder, Elo is no rookie in the high end, design and custom car scene. That’s right, the founder goes by only one name and comes by it honestly coming from the fashion world in the UK and Europe and setting up shop in Miami to establish a high dose of sophisticated car culture in one of America’s leading arts locales.

The 2021 show forged ahead through the pandemic with strong attendance for international cars and infamous car personalities such as:

• Fabio Lamborghini: The nephew of the famous Ferrucio Lamborhini, Fabio trained in engineering and worked at divisions of the fabled automaker until 2007. He was also active in contributing to the Ferruccio Lamborghini Museum in Sant’Agostino, Italy, which these days is more of a special guest at auto events around the world.
• Maurizio Corbi: Active designer from Italian coachbuilder Pininfarina and responsible for the Ferrari legends, the F355, the 550 Maranello and yes even the exclusive 349 unit F50 flat-12 supercar from the 1990s. 
• Malcolm Bricklin: Most famous for the mid-1970s composite panel V8 supercar bearing his name the Bricklin SV-1. Bricklin is an auto exec that has had many successes over the years and remained a force in the automotive business into his 80s.

Beyond the star power invited to the event, the Miami VIP car elite showed up en masse with millions of dollars in supercars, hypercars and classics sitting out in the parking lot forming a show itself. Dozens of Ferraris, Lamborghinis and McLarens graced the lot with the odd Koenigsegg and Pagani to make a statement. But inside the show the collection got even more eclectic, exotic and rare being hand picked by Elo himself.

Likely the most expensive vehicle at the show was the Red Bull HONDA-powered F1 car to promote F1 Miami. The show also included a high value of the late model supercars, as well as an array of customs and prototypes, which are truly priceless. We’ve seen the outrageous coachwork on the Lamborghini Espada rat rod built by Danton Arts Customs of France but in reality, the impact never fades on us. The Espada again graced another Miami show but it was it’s neighbor the Salvage to Savage DeLorean twin turbo widebody that shocked the crowds. This show was the first appearance of the 2021 SEMA hit show car, that easily made the largest impression on attendees at the Vegas show.

Built just north in Boca Raton, FL, the widebody DeLorean is literally a concept from famous 3D designer, The Kyza (Khyzyl Saleem) meticulously crafted into metal and composites. This is a true fantasy-concept sitting at the l’Automobile show but far from a rolling clay shell, this retro supercar makes real jam. Under the bonnet is Garrett twin turbo-powered 5.2L LS V8 channeled through a 6-speed Porsche 996 transaxle to the rear wheels. Not only was the first time anyone has seen the car wrapped in this rich gold hue, there is more to the build we are featuring soon.

A pair of retro highlights captured audience attention, the first was the Maggiore Project M. The limited to 40 units Project M, is based on the venerable Ferrari 308 with a fresh take on wider bodywork, composites and modern technology to make an all new approach to the Magnum-mobile. Another fan favorite was the Miami-themed Land Rover restomod. A nut and bolt restoration of this offroad legend, has been reborn with everything replaced or renewed and in a high-impact color-scheme that got a rumored $250,000 offer to buy the truck after the show.

With all of the gasoline-powered legends new and old, it was in fact a pair of EV concepts that caused a frenzy of activity. While gear heads play out the final decades of the internal combustion era, next-level projects like the EV-powered Shelby Daytona Coupe really commanded attention. This sleek silver car by Superformance was clearly missing trademark design cues like the massive side-pipes and gated manual. Although we did still spot a fuel pump switch, oil and water temp gauges, this work-in-progress has a dual EV motor set up capable of over 1000lb-ft of torque with a sub 3-second 0-60mph claim.

Beyond the Daytona Coupe EV was what appeared to be a Porsche 911 930 that curiously was missing the exhaust pipes out the rear fascia. The car called the Electric GT certainly looked like a gas car, yet had a pair of massive electric motors mounted to the rear axles resulting in one fast, yet silent assassin on the track.

Once again l’Automobile asserted itself as not a traditional Miami car show. Dozens of high-end and rare supercars from Bugatti, Koenigsegg and Pagani are seen regularly at many shows in South Florida but still the unique content at this oceanfront show setting sets itself apart. 

Exotics on Las Olas Takeover of Florida With Supercars Galore

Fourth Annual Show brings Exotics and Race Cars to Fort Lauderdale Streets

South Florida has money. Stupid kinda money where you regularly see yachts cruise by that are more than a lifetime net worth… multiplied by 100 lifetimes. For the supercar, hypercar and racecar scene, South Florida is a flurry of activity. There are collections here that will never see the light of day and having experienced a few in person, I can only verbally describe them as breathtaking because for security reasons, there won’t be any pics shared. However, Exotics on Las Olas is a show that has the owners of dozens of these rare exotics shined up and brought out to takeover the streets of Fort Lauderdale in a premium car show that realistically is a once in a lifetime opportunity. 

Show organizer Floyd Rag is not only a former NFL’er and celebrity-connected player but he is a huge car enthusiast who created and produces a number of popular car shows in South Florida. Floyd built up a hugely popular event called Supercar Saturdays for local dealer networks:Lamborghini Broward, Bugatti Broward and Koenigsegg Florida. With that show firmly established, he wanted to reach beyond the confines of a dealership or mall as a venue and takeover downtown Lauderdale to bring the magic to a wider audience. And now, for the fourth year in a row, the show plowed through the Pandemic to impress crowds with millions of dollars in supercars tough to find all in one place and certainly not in most states.

Past Exotics on Las Olas shows have showcased rare cars like Bugatti Divo, Pagani Huayra Roadster and even rare birds like the Maserati MC-12 Corsa, of which there are only 12. In 2021, it was more late model madness of pricey supercars, hypercars and tuned exotics that were one-offs of only a handful made. Probably the most impact at the show was garnered by the Apollo Intenza Emotizione from Ikonik Motors of Miami. Owner Barry Skolnick is a mega-millionaire that has stormed the Florida scene with his growing collection of exotics but has parlayed his passion into a retail business being the first customer to secure a V12 Apollo hypercar here in the US.

While many late model supercars graced the show, we took notice of not one but three Lamborghini Huracan STO examples in attendance. The STO is basically a street-legal race car, which in many ways is the peak of the Huracan platform as it enters its eighth model year. It seems like only yesterday the 610-4 trim came out but now there are so many variants, many of which were at the show including three Super Trofeo race versions.

While Italian supercars dominated Exotics on Las Olas, we have to tip our hat to cross-channel rival McLaren as there were many stunning examples on parade. A number of McLaren 765LT and 765LT Spiders baked in the Florida sun along with a handful of unique MSO examples on display with roof scoops and all. While the McLaren factory efforts amounted to loads of eye candy, we couldn’t believe the offering from German tuning house Novitec. The wider, faster and generally more outrageously styled Novitec 720S N-Largo was parked on Las Olas and we’re not sure just how rare people realized it actually is… there are only 14 beyond the one we were looking at!

The Novitec 720S N-Largo delivers on the performance and aero expected of the southern German tuner with a hint of Senna styling. The limited McLaren boasts 806hp and takes the already fast 720 platform to 60mph in only 2.7-seconds on the way to a top speed of 217mph. The wider wheel and tire upgrades increase the track by 2.3-inches up front and over 5-inches in the rear making the stance difference nothing less than intense.

For the 4th straight year, Exotics on Las Olas has weathered the storm and beat attendance numbers year-over-year. We ran into a few automotive media colleagues who traveled quite a distance to cover the show. Seems our little supercar show in the quaint streets of old Fort Lauderdale on palm-lined Las Olas Avenue has made the cut and gone prime-time around the world.

Ten Euro Standouts

The Most Influential US Imports from the Old World

After the end of the Second World War, America emerged unchallenged in terms of manufacturing and industry. All the domestic car companies who had turned their might to supply the “Arsenal of Democracy” were quickly pivoting back to products designed to fill pent-up civilian demand. And yet, in Europe just as in Asia, war-ravaged economies saw the US domestic market as a way to jump-start their own reconstruction, despite formidable barriers. 

…war-ravaged economies saw the US domestic market as a way to jump-start their own reconstruction, despite formidable barriers…

For the next five decades, German, Italian, English, and French manufacturers worked to solve the puzzle of selling stateside. While there were many misfires and failed attempts along the way, we also received a lot of cars that stood out for their innovation, performance, or just plain lovable weirdness. These weren’t the Porsche and Ferrari sports cars, but often very ordinary designs that rose to greatness. Here’s ten Euro cars that all made their mark on the United States, for a lot of very different reasons. 

1949 – Volkswagen Beetle

A literal “people’s car” designed for a dystopia that thankfully never fully came to be, the Volkswagen Type 1 finaly reached mass production just in time to help a shattered Germany get back on its feet. It went on to see more than 21 million cars sold worldwide over its very long production run, and although it started out as underpowered and unsophisticated even by 1930s standards, the Bug went places nobody could have imagined. In every form of motorsports from road courses to drag strips to Baja, the VW was embraced and found success. In the driveway, it taught Boomers to wrench without fear (and how to drive stick – once you master a VW transmission, everything else is cake), and it’s pretty safe to say that as long as there is gas to burn, somebody will be turning out new air-cooled flat-fours for them.

1960 – Austin Mini

Not everyone knows that the UK spent almost ten years after WWII with rationing of certain items still in effect – the war had taken a high toll in manufacturing infrastructure and massively disrupted public transportation. Against that backdrop, the Austin Mini debuted in 1959 and a year later, left-hand-drive versions began export to the US. While the total numbers that made it to our shores weren’t spectacular (approximately 10,000 over seven years), the impact they had is hard to understate. Here was the first widely-available transverse engine front wheel drive economy car most people ever experienced, and its space-efficient two-box profile and drivetrain layout set the standard for tens of millions of cars from dozens of makers in the subsequent years. 

1968 – Fiat 124 Spider

Designed by Pininfarina, the little convertible Fiat somehow managed to be an Italian sports car in the same mold as England’s classic roadsters, but with ever-so-slightly better reliability. First appearing in the US in 1968, the model managed to soldier on all the way into the early 1980s, with upgrades in engine displacement along the way. Many say that the Mazda Miata was an homage to those English roadsters, but the commercial success of the Fiat Spider made it a more direct ancestor (even if it wasn’t good enough to keep the company in the US market.)

1974 – Fiat X1/9

This toon town caricature of Italy’s vaunted mid-rear-engine exotics never made more than 75 horsepower from the factory, was undrivable by anyone taller than six feet, and was abandoned by its parent company in 1982 to be picked up by Bertone and limp on in the US (the car’s largest market by far) through 1987. It was also a riot to drive, and foreshadowed the MR2 and even the Fiero as an affordable mid-rear two-seater.

1982 – BMW E30

It’s not throwing shade on BMW to call the E30 3-series their version of the Civic. It revived the market formerly served by the classic 2002 for enthusiasts who wanted a compact car that was fun to drive and affordable. In the secondary market, it became a tuner superstar thanks to its easy availability and the fact that all the fundamentals were done right. 

1983 – Audi Quattro

If you like the GT-R, EVO, and WRX STi, you can thank (at least in part) Audi for blazing the trail. The original Quattro hit the US market at a time when the only other car with full-time AWD was the AMC Eagle. While the Eagle was special in its own way, it was no performance car, and the Audi’s turbocharged inline 5-cylinder and rally pedigree were something totally new in America. Though the first Quattro sold in miniscule numbers in the USDM, it was the vanguard of things to come worldwide.

1983 – Mercedes W201

Not to be outdone by their rivals at BMW, Mercedes jumped right into the compact market with the 190-series “baby Benz,” gifting the W201 chassis with a sophisticated suspension and a rev-happy inline four cylinder engine in various displacements. While it didn’t gain the same traction with street tuners in the US that the E30 did, it found great success in road racing worldwide and changed Americans’ conception of Mercedes as either Gullwings or diesel-powered living room couches to a viable performance brand.

1983 – Volkswagen Golf/Rabbit GTI

Though the VW Golf Mk1 arrived in the US in 1975 (and was called the Rabbit, for reasons which are not entirely clear) and overseas markets got the hot rod GTI version a year later, Americans would have to wait until 1983 to get a Rabbit GTI. While the 90 horsepower 1.8 liter engine (uprated to an even 100 for 1984) is nothing special by today’s standards, in the light and well-engineered Mk1 chassis it was a paradigm shift in economy car high performance. Looking back, the “hot hatch” category was inevitable, but Volkswagen got it right first, and created a legend that continues to this day.

1984 – Volvo 760T

Sure, the Volvo 122S/Amazon had European rally cred in the 60’s, and the P1800 looked exotic and cool to American eyes (and even had a star turn as Roger Moore’s ‘hero car’ in The Saint TV series), but by the mid-Eighties, the Swedish car-maker was known for safety and cars that could be accurately modeled with LEGO blocks. Then, in 1984 US buyers were offered the turbocharged 760T, which not only led to the widespread misuse of the word “intercooler” but more importantly gave us a quick, practical, and safe car with a bulletproof boosted RWD drivetrain. To this day, “turbo bricks” still have a small but very enthusiastic owner base in America.

1985 – Merkur XR4Ti

You knew you weren’t getting out of this without us throwing in at least one really weird one, and the Sierra XR4i from Ford’s European branch certainly checks that box. Rebadged and rebranded as the Merkur XR4Ti in America and sold through 800 or so Lincoln/Mercury dealers, you wouldn’t mistake one for anything else thanks to the ‘aero’ nose, biplane spoiler, and notch-profile 3-door hatchback body. The FR drivetrain layout was motivated by a 2.3l iron-block inline four topped by a turbo pushing 14 PSI – the same engine in the SVO Mustang and Thunderbird Turbo Coupe, minus the charge cooler, with 175 horsepower on tap in manual transmission cars. Ultimately, sales didn’t justify updating the model to meet increasingly tight safety regulations, and the strong Deutschmark didn’t help. The short-lived experiment left a bad taste with Ford US, and we wouldn’t see another Euro-manufactured model from the Blue Oval again until the Ford Focus RS arrived in 2016.

So there’s our list – we’ll admit that it’s subjective, and reasonable people can disagree over things like this. What USDM cars imported from Europe would you put on your own list of most influential models? 

You Bought A New Track Car – Now What?

Essentials for Hot Laps on a 5k Budget

So you’ve taken the plunge and bought yourself a dedicated track car. You did your research, found what you were looking for in sound mechanical condition and not already so far from stock that you’d have to rip everything out before doing it the way it should have been done in the first place, and you’re eager to get it prepped and put some laps on it. But you’re not made of money, and your meme stocks only got you into low earth orbit instead of to the moon, so you have a $5,000 budget for everything you’re going to need. 

Some hard choices will have to be made, because every dollar spent in one area means a dollar less to spend somewhere else. Here’s how we would allocate those 50 Benjamins most effectively – while your priorities are going to vary from ours, having a plan is the difference between a car on the track and yard art on jackstands for another year because you ran out of money and motivation.

Helmet – $350 ($4,650 Remaining)

Yes, we know you already have a helmet you bought off Craigslist. Yes, we know you are the one driver who will never, ever crash. This is still non-negotiable. Every reputable track day event organizer will insist on an ‘in-date’ skid lid that meets an accepted testing standard. Most often this is Snell SA or its equivalent – some sanctions will accept a Snell M-rated helmet, but the DOT-only models are almost always not considered good enough, for a reason.

Helmets designed to meet the SA and similar ratings have features that make them better suited for automotive use, where sharp impacts with objects that can penetrate the shell are more likely than the types of forces involved in motorcycle crashes, and they’ll have a fire-resistant liner. The “in-date” part is important too; the impact-absorbing liner has a finite lifespan, which gets shorter the more it is exposed to temperature extremes or solvent and gasoline fumes. 

While it’s possible to get an open-face helmet that carries a SA2020 tag for as little as $160, we recommend a full-face model, and as the list price goes up you’ll also get better fit and finish and improved comfort, which is important when you’re trying to concentrate on-track. Throw in another $40 or so for a fire resistant head sock (also good for comfort, as well as keeping the liner of the helmet cleaner) and $350 is a reasonable starting point for this critically important item.

Tires/Wheels – $2000 ($2650 Remaining)

We’re assuming that if you’re limited to a $5k overall budget for track car upgrades, you’re probably not going to trailer to and from events. We’re also going to assume that you will want a separate set of wheels and tires so that you’re not burning through expensive high-performance tires daily driving on them (though mad props to you if you are hardcore like that – we’ve been there ourselves). Like everything else on this list, wheels aren’t an area where you want to cut corners, but it’s entirely possible to get into a set of four new, quality wheels from a reputable manufacturer for around a grand. For that price, you are looking at cast rather than forged wheels, so the tradeoff is slightly higher weight for a lower price, as well as not being as forgiving or repairable when tweaked during inevitable encounters with debris or curbs.

Like everything else on this list, wheels aren’t an area where you want to cut corners, but it’s entirely possible to get into a set of four new, quality wheels from a reputable manufacturer for around a grand…

Tires are consumables, and depending on how hard you run them and what your level of compromise is between grip and longevity, these may have to be replaced several times a season. Fortunately, it’s often possible to find a well-heeled fellow enthusiast who always has used tires that have ‘gone off’ for full-boogie competition purposes but still have plenty of laps left in them for less serious use, so we’re compromising and putting a cost of $250 a corner out there to give some wiggle room for that initial set. Like always, your experience may vary, and cars with uncommon fitments or really big meat will tend toward the more pricey end of the spectrum. 

Brake Upgrades – $1250 ($1400)

Here’s another area where there is a wide range of possibilities – if your track car has decent stock brakes, all that may be necessary for anything less than full competition use might be a change to a different brake compound, braided stainless flex lines, new rotors, and a fluid flush and bleed. On the other hand, most cars of interest to the track day crowd have a lot of bolt-on options at surprisingly reasonable prices. If you don’t go totally nuts, our budget should at least cover a front caliper upgrade in addition to the other things mentioned above, plus a spare set of pads to be bedded in and brought with you if you’ve chosen a soft-but-grippy compound and a tight course to run on for a mid-day swap.

if your track car has decent stock brakes, all that may be necessary for anything less than full competition use might be a change to a different brake compound, braided stainless flex lines, new rotors, and a fluid flush and bleed…

Suspension upgrades – $1400

We’re going to take the last of our remaining budget and allocate it toward suspension. On the less expensive end of the scale, a complete, properly engineered and matched set of quality replacement springs, dampers, anti-roll bars, and polyurethane bushings can set you back as little as $750, while the sky is the limit for a complete competition-spec coilover conversion with multi-way adjustable dampers. We’re splitting the difference here, but odds are you will come in either substantially above or below our average estimated price. Depending on what kind of tracks you prefer, you may prioritize suspension above brakes, or the other way around, and adjust your spending on these last two categories accordingly.

One thing you absolutely do not want to do under any circumstances is to cheap out here; there are a lot of janky ‘lowering kits’ and coilover conversion setups with suspiciously low price tags and brand names you have never heard of, but spending any money on components of dubious quality and unclear origin can only lead to disaster. 

That Money Went Fast…

As you can see, it doesn’t take a whole lot to blow through $5k getting your new toy set up properly, but going into it with clear expectations for the cost and effort involved can keep your dreams from dying before you ever get to the track. Keep in mind that this is just a start, and in order to keep your racing fun sustainable, it’s a good idea to set aside money for every event you attend in some place where you won’t spend it, to be used for future consumables like tires, brakes, and maintenance items. Budgeting is never fun, but it makes the fun stuff possible, and helps you to drive more and dream less. 

Hot Swaps

Engine And Chassis Combos Limited Only By Imagination

Engine swaps might seem like a recent thing, but OG hot rodders did it back in the 1950s, putting the then-new small block Chevy V8 into Ford Model T chassis, and when Cadillac created a long-stroke 500ci version of their corporate big block in 1970, wrecked Eldorados became a prime target for drag racers looking for as many cubes as they could get. Today, despite tightening regulations that threaten to make any kind of automotive modification illegal, let alone a complete motor swap, mixing and matching cars and drivetrains has never been more popular. Let’s look at some of the most common types of hybrid chassis and engine combinations (and we mean that in the cool way, not the electric motor ‘hybrid’ sense) and the reasons behind them.

All In The Family

In terms of sheer numbers of completed swaps, updating (or backdating, in some cases) a particular car with an engine from the same manufacturer takes the top position. In the import and sport compact world, the most common swaps involve upgrading Hondas with more powerful engines – the trend began with taking lightweight Civic or CRX shells originally equipped with fuel-sipping but low-output D-series four cylinder engines and replacing them with more powerful B-series engines from models higher up on the price and performance ladder. With the introduction of the even more powerful and versatile K-series, those became the donor engines of choice, despite being somewhat more complicated to swap due to the necessity of changing transmissions as well. The extra effort is worth it, though; 200 horsepower or more from a completely stock engine in a late-90’s Civic that tips the scales at under 2,400 pounds makes for very entertaining performance at an affordable price.

In terms of sheer numbers of completed swaps, updating (or backdating, in some cases) a particular car with an engine from the same manufacturer takes the top position…

Honda engine swaps have become so popular that you can find ready-made components like engine and transmission mounts, headers, and ECU adapters for pretty much any reasonable (and more than a few unreasonable) combination of engine and chassis. With the trailblazing handled, potential compatibility issues have all been sorted out by somebody somewhere. It just takes a bit of research to come up with a proven recipe to follow, and entire books have been written on the subject covering every last detail.

Another common form of swap involves putting an engine not available in the US market into a chassis that was sold here, with the first example that comes to mind being the Nissan 240SX. Known in Japan as the 180SX and Silvia, when the company brought this fun little RWD coupe to America, they decided to replace the JDM CA and SR series turbocharged engines with KA series naturally aspirated ones. This decision was likely based on the fact that the KA engines were already “federalized” for US emissions regulations and would be less expensive than bringing in a new powerplant without an existing approval. Though well-suited for mainstream buyers, since these engines had previously been used in Nissan’s Hardbody line, they were derided by some as ‘truck engines’ unworthy of the car’s sporty image.

Of course, enthusiasts care not for things such as EPA regulations, and many CA and SR engines got strapped to pallets in Japanese wrecking yards and shipped to the west coast to be reunited with S13 and S14 240SX models here. Some particularly ambitious souls went as far as to cram RB26DETT twin turbo inline sixes from the JDM Skyline GT-R (among other applications) into that chassis as well.

Speaking of legendary Japanese turbo sixes, let’s not forget the Toyota 2JZ-GTE. This engine powered a whole generation of the company’s flagship performance models, but only came to US showrooms in the Mark IV Supra Turbo. This engine has found its way into a number of different swaps, including both Lexus IS300/GS300/SC300 models as a replacement for its naturally-aspirated sibling, the 2JZ-GE, as well as other non-Toyotas with engine bays long enough to accommodate the sizeable inline six. 

Could Have Had a V8

Don’t think this is just limited to import brands, either. When Ford ended production of their classic pushrod 5.0 liter V8 engine in the mid-90s and replaced it with the high-tech overhead cam Modular family, it was only a matter of time before those engines started to find their way into Fox-body Mustangs and even classics. One of the disadvantages of overhead cam cylinder heads in a V-configuration engine layout is that compared to pushrod designs of similar displacement, they inevitably end up larger in width and height. Adding cams and timing gear to the top of the cylinders makes them inherently taller than engines that simply have to accommodate rocker arms beneath the valve covers. In a bit of irony, older muscle cars with their large engine bays have more room to accept Modular V8 swaps, making them somewhat easier to work on than modern factory Fords with cramped under-hood layouts. 

While Ford was breaking ties with their previous engine architecture, GM took a less radical path, introducing the first LS-series engines. These successors to the original small-block Chevy V8 and its follow-on “Gen II” LT replacements are in many ways a “what might have been” look at the direction Ford could have taken with their own small-block pushrod architecture. Though the Gen II engines had a lot of problems including a notoriously unreliable optical ignition pickup and were widely panned by gearheads, the Gen III/IV LS family turned out to be a huge success.

Lightweight, powerful, durable, plentiful, and cheap, they quickly replaced the venerable SBC as the engine of choice for GM swaps. Like the aforementioned Honda engines, a huge aftermarket has developed to make putting an LS into an older car easy, right down to complete kits that handle ignition and carburetion should you choose to go old-school and ‘downgrade’ from EFI. Another factor that led to their popularity was that they were manufactured in both iron and aluminum block form, so that those in search of an inexpensive and bomb-proof bottom end could simply grab a low-compression iron block truck motor from the local pick-a-part and feed it a decent amount of boost or nitrous without a lot of drama.

Cross Breeding

While mixing and matching engines and chassis from the same manufacturer often makes things somewhat easier because of shared mechanical and electronic components, taking an engine from one maker and stuffing it into another company’s car has been popular forever as well. As we mentioned before, early hot rodders who started out by putting Ford Flathead V8 engines into Model Ts embraced the original small-block Chevy with great enthusiasm as soon as they started turning up in junkyards. Today, purists will howl in outrage about LS-swapped Fox Mustangs, but a dispassionate look at it shows this is the same kind of thing gearheads have always done. Mustang engine transplants aren’t limited to just Chevy engines either – Most famously, the notable 2006 documentary film The Fast and the Furious: Tokyo Drift included a 1967 Ford Mustang Fastback with a Nissan RB26DETT as a ‘hero car.’

Today, purists will howl in outrage about LS-swapped Fox Mustangs, but a dispassionate look at it shows this is the same kind of thing gearheads have always done…

Like Honda swaps, the popularity of the LS Fox combination has led to an entire range of aftermarket parts to make the process close to turn-key, and all the information necessary to make it happen successfully is easily accessible online and in print. In fact, there has been a strong “LS all the things!” movement in the enthusiast world, with practically every rear wheel drive platform becoming a candidate for a Gen III/IV GM V8 swap. It’s even reached the point where a backlash has occurred against it – many people see the commonality of the LS as a detriment to the originality and creativity of Pro Touring builds, preferring original or at least period-correct engines. Odds are that any SEMA resto-mod build that isn’t intended to specifically highlight another engine will have some flavor of LS power, to the point where it’s become a running joke among writers and photographers.

Regardless of one’s feelings about LS engine transplants, they’re going to be with us for the foreseeable future, and not just in cars. They’ve become the weapon of choice for inboard-powered boats of all kinds, as well as aircraft and even homebuilt helicopters. But eventually something new will come along, and it’s entirely possible that we may one day see all-electric powertrains with ‘universal’ designs developed to simply drop in place of an internal combustion engine and transmission. While one-off attempts at this have come and gone, as the hardware becomes standardized for OEM use (and thus also becomes more affordable) and battery technology advances to increase energy density, peak output, and cruising range, garage mechanics who want something completely different under the hood will embrace these swaps as well. 

About the Author: Paul Huizenga is a California-based freelance contributor who has owned, raced, and written about everything from Subarus to Mustangs to Corvettes over the last two decades. He is currently studying the feasibility of an LS4 engine and transmission swap into a Fox-body to convert it to Chevy power and front-wheel drive, because some men just want to watch the world burn.

Springs vs. Coilovers vs. Bags: What’s the Difference?

Are Springs, Coilovers, or Air Suspension Best for Performance?

It might seem like common sense that having more choices when it comes to just about any decision is a good thing. In many circumstances, that’s true, but when presented with too many options, ‘decision paralysis’ can set in, making it harder instead of easier to choose the right path. Instead of making life easier, it causes anxiety, slows down or even stops decision-making, and can even lead to remorse after the fact as you churn through all the possibilities you didn’t pick. 

When it comes to upgrading a car’s suspension for high performance street or track use, we’ve reached the point where for many popular platforms, there’s no clear winner for every situation out of a wide variety of aftermarket setups. While we can’t guarantee you’ll avoid ‘paralysis by analysis,’ we might be able to help clarify your priorities with the following look at the pros and cons of the three basic categories of mods: Spring and damper replacement, coilover conversion, and air suspension. 

Springs and Shocks/Struts

This category encompasses replacing the factory-spec springs and dampers (whether those are conventional shock absorbers, MacPherson struts, or a combination of the two) with upgraded aftermarket parts.  

Pro:

• Likely to be the least-expensive option, both to buy and to install (if you don’t do it yourself)
• Properly-engineered matching suspension kits take the guesswork out of picking the right spring rates and compression/rebound settings
• Durability is often as good as or better than factory parts
• Some high-end kits offer limited damper adjustment for fine-tuning
• Fewest compromises in ride quality and noise for dual use street/track cars

Con:

• Limited range of spring rates for applications ‘out of the mainstream’
• Systems on the most affordable end of the spectrum usually offer no ride height or damping adjustment

The Bottom Line:

Usually the least-expensive and most-available option, but with significant compromises in adjustability and performance as the tradeoff.

Coilover Conversion

For the purpose of this discussion, we’re going to define coilovers as a complete replacement of the factory spring and damper setup, whether those are individual components or struts, with aftermarket alternatives. This is the most typical choice for serious track applications, but also has a wide fanbase for street/track use as well – partially because of the serious race cred and the ‘hardcore’ aura that goes with the tradeoffs involved. 

Pro: 

• Short of a completely re-engineered suspension right down to the control arms and chassis attachment points, coilovers offer the best possible handling and the widest range of adjustment, as well as more precision and repeatability when changing settings
• Good coverage from multiple manufacturers for the most popular car applications
• Narrower coilover units can offer more clearance for wider wheels and tires without fender modification
• Adjustable ride height without altering spring rates
• Dampers available in configurations from non-adjustable to 4-way (high/low speed compression and rebound)
• Relatively simple and easy to change spring rates with ‘universal’ springs to suit different track conditions

Con: 

• A very, very wide range of quality/price, from pro level down to “I bought this off of Wish – why doesn’t it fit?”
• A whole new form of decision paralysis – lots of adjustment often means more ways to get it wrong
• Systems intended for track use can be noisy and harsh on less-than-perfect pavement
• Expect to either replace or rebuild the dampers on a regular basis, as they are usually designed with longevity as a lower priority
• Less-common performance cars may need to have coilover sets pieced together from components if ‘all in one box’ kits aren’t available

The Bottom Line:

Not the best choice for comfort or street driving, but the de-facto standard for full-race use. Beware of pitfalls in quality at the low end of the scale, and excessive complexity at the high end.

Air Suspension

Commonly referred to as “bags,” today’s performance-oriented air suspension systems are a far cry from the lashed-together rigs that pioneered the technology. Once strictly an option for “stance” and car shows instead of performance, it’s now a solid contender for track-oriented builds.

Pro:

• Adjustable ride height is the main attraction here – modern air springs offer a wide range of spring heights selectable simply by adding or reducing pressure, and clever design of the air bags themselves achieves this without significant changes in spring rate
• Compatible with multi-adjustable race-spec dampers for suspension tuning
• Systems with quality air springs rival conventional factory steel springs for durability
• A great choice for cars that will see use on both the race course and the street, making low ride height that would be a disaster with a ‘static’ coilover suspension achievable in a car you can still drive to and from the track
• Complete, ready-to-install kits are available for more applications every day

Con: 

• Trends towards the expensive end of the scale compared to anything but full-race coilover systems
• Additional hardware like compressors, tanks, solenoids, and pressure gauges required for adjustment on-the-fly, which adds expense and weight
• Modern air springs only allow changes in ride height while spring rate remains the same, requiring complete replacement of a relatively expensive component to alter it
• Like coilovers, less-popular applications may require ‘a la carte’ component selection instead of an off-the-shelf solution

The Bottom Line:
The king of adjustability, at the expense of additional weight and cost. Limited (but growing) off-the-shelf choices.

Wrapping it Up

There’s no one-size-fits all solution to picking the right path for the suspension on your project car or daily driver, and the wide variety of choices (made worse by conflicting advice from all directions) doesn’t help. Hopefully we’ve made it a little bit easier for you to organize your priorities, from the cost involved to the complexity of installation and tuning to your personal intended use (which often turns out to be somewhat different from where you actually end up in practice). Relax, take a deep breath, and consider the options we have set before you as a starting point in your search for the perfect suspension.

Gunther Werks Unveils Their Take on One of the Rarest Porsches: The 993 Speedster Remastered

Aug 19, 2021 – If you like Porsches, you’re likely familiar with the makers of wild re-imaginations of classic Porsche platforms, Gunther Werks. The latest addition to their lineup is a vision of an extremely rare platform that only saw 2 units brought into this world; one for the designer of the original 911, Butzi Porsche, and the other for Jerry Seinfeld. Of course, we’re talking about the legendary Porsche 993 Speedster. Gunther Werks’ new 993 Speedster Remastered takes the original spirit of the Speedster and reimagines it, fleshing out its performance and aimed at providing a unique open top analog driving experience.

In true Gunther Werks fashion, carbon fiber is implemented wherever they can. The interior is mostly carbon fiber, the shorter front windshield is framed with a carbon fiber cowl, and the speedster top tonneau cover is also made of carbon fiber. With additional weight saving measures in place, the Gunther Werks Porsche 993 Speedster Remastered only weighs 2590lbs with a chassis that is even more rigid than the one in the 993 coupe.

Underneath the rear deck lives a 4.0L flat six engine that produces 435 hp and 335 lb/ft torque screaming with a 7,800rpm redline. The power from the flat six is translated through a Getrag G50 six-speed manual gearbox featured in the original 993, but with custom ratios. The Gunther Werks 993 Speedster stays composed on the track with an all-new adaptive suspension from JRZ, featuring 3 different settings; composed, sport, and sport plus.

Stronger, faster, and lighter are 3 words that without a doubt describe this new Gunther Werks project. Revealed with a striking Cannes green paint and Dawn Orange leather interior, this 993 is a testament to performance and styling. Only 25 of the 993 Speedster Remastered will be produced.

State of Speed Los Angeles: An August Affair

Three shows down and hundreds of cars rolling through, we are incredibly pleased with the turnout of the State of Speed Los Angeles Car Show, presented by Milestar Tires. From the beginning, we knew the local car scene had a ton to offer, and that the monthly meet would end up being a melting pot of incredible builds and bonafide gear heads of all stripes.

This time around, the Los Angeles automotive enthusiast heads came out in droves.

First, The Cars!

Dusting off then gassing up your ride and heading to the event early is indeed the way to go. Cars start rolling in before the clock hits 7 AM to grab the prime spots, and of course, the glorious early morning photo op!

Most of the time you’ll hear them before you see them, and it’s a guessing game as to what is about to pull in next. It doesn’t take much time before the lot starts filling up with builds of every interest. Restored classics and restomods to old school JDM’s and some serious off-road machines —  there’s sure to be something for every taste.

The People

Great builds take more than some spare change, and it’s the car owners that bring these projects to life.

They’re out there answering questions about each and every minute detail of their ride; whether you’re just genuinely interested in the labor behind someone’s rotary swapped Datsun, or are looking for some recommendations on a bigger turbo, each and every owner is more than happy to chop it up about their ride.

A Day Well Spent

As the shows continue to take place each month, and the crowds continue to grow, we are excited to see the scale of State of Speed Los Angeles in the times to come. We’re grateful to collaborate with Milestar Tires to bring this event to fruition, and there isn’t a better place out there to hold the event than the Tireco headquarters in Gardena, CA.

So for those that have previously shown up for State of Speed Los Angeles, we look forward to seeing you again, and for those who haven’t, stop by, grab a coffee, and bring your ride!

Limited Edition Porsche 911 GT2 RS Clubsport 25 is Bred for the Track

Aug 9, 2021 – As if the GT2 RS wasn’t a track slayer already, Porsche has reimagined it in this special edition run to celebrate the 25th anniversary of Manthey-Racing GmbH. With a production run of just 30 cars, this new 911 GT2 RS Clubsport 25 was designed and executed by Porsche and Manthey for the ultimate racing fans and collectors, giving the future owners a weapon for track days and circuit racing. 

Looking back to 2018, Porsche unveiled the modern-day 935, a 700 horsepower racer featuring a body reminiscent of the legendary Porsche 935/78, with a production capped at 77 units. Today, Porsche decided to base the GT2 RS Clubsport on the same 3.8-liter flat-six twin-turbo engine, combined with a seven-speed Porsche dual-clutch gearbox. The GT2 RS Clubsport is similar to the 935 in other ways than just the engine, including the fact that both cars are based on the 991 model generation, along with sharing similar essential suspension features, 18″ center locking wheels, and more. 

Matthias Scholz, Director of GT Racing Cars, spoke about the Porsche and Manthey collaboration, saying “With the unique special edition 911 GT2 RS Clubsport 25, this successful partnership has moved to the next level. He goes on to say “The 911 GT2 RS Clubsport 25 benefits from the motor racing experience that Manthey and Porsche Motorsport have gained around the world. It is the perfect circuit racing car for ambitious private drivers, and its and impressive example of engineering skill.” 

Because of its low production numbers, the Porsche 911 GT2 RS Clubsport 25 is going to be incredibly rare, with many top-tier Porsche collectors and sports car racers undoubtedly fighting for a slot. 

A Look at the First Bespoke Pininfarina Battista

July 21, 2021 – One-of-a-kind is a motto Automobili Pininfarina is using to market their new electric hypercar, the Battista, and they mean it. With a new all-encompassing bespoke personalization program, Pininfarina is able to give new clients of the Battista a unique and individually tailored hypercar. More specifically, the company has a total of 128 million combinations which provides opportunities for clients to reflect their own individual tastes. And now, Automobili Pininfarina has released images of their first bespoke Battista, which is a commission inspired by New York City and features industry-first exposed signature carbon bodyworks to compliment its red, white and blue theme.

Starting with the interior, clients can begin by choosing between leather and Alcantara, and then move to other options such as contrast stitching, an Interior Jewellery Pack, and even fine aluminum interior detailing. In the bespoke New York commission, featured inside is black leather upholstery accompanied by Iconica Blu Alcantara with navy color inserts which elegantly showcase the Battista’s interior design and luxurious materials.

Moving to the exterior, 56 exterior paint finishes are available, unless you prefer the exposed carbon fiber bodywork option. Then, additional packages can be selected, such as the Carbon Accent Pack and Furiosa Carbon Accent Pack, with a selection of bespoke paint colors or exposed carbon finishes.

However, the insanely powerful all-electric Pininfarina Battista doesn’t rely solely on its appearance. Automobili Pininfarina claims the Battista will be the most powerful car ever designed and built in Italy. With a motor at each wheel combining for 1,900 horsepower, the Battista can reach 63 mph faster than a Formula 1 car, a staggering sub-two second feat. Better yet, the Battista promises a 310 mile range on its 120 kWh battery.

Pininfarina says just 150 Battista examples will be made, a small number for such an endless amount of customization. Prices look to be upwards of $2 million, a small price to pay fo a car claiming to be the most powerful car coming out of Italy!

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.

The Dune Bashing Gemballa Marsien

July 16, 2021 – A new wildly designed Gemballa Porsche has hit the streets, but not quite the Gemballa we’ve come to know and love. Marc Philipp Gemballa, 27 year old son of the legendary German auto tuner Uwe Gemballa, has created his own take on the Gemballa legacy. This brand new supercar company, Marc Philipp Gemballa GmbH, along with designer and Porsche aficionado Alan Derosier, took a Porsche 911 S and crafted a marvelous machine that’s here to push the boundaries of both on and off-road performance. 

Safari 911’s are nothing new, and even Singer just recently released their take on a rally-ready 911, but Marc Philipp Gemballa’s take is drastically different than what has come before. Gemballa calls this Porsche, known as the Marsien, a truly bespoke vehicle, and that it is. Besides its futuristic design and character, the majority of the car itself is made up of pure carbon fiber, designed for performance, lightweight, and cooling. Every piece was manufactured by a leading German carbon fiber specialist, known for supplying renown OEM sports car manufactures as well as several Formula 1 teams. And although it may be light and nimble, it still needs to draw power from somewhere, and that is exactly where RUF comes into play. 

For those unfamiliar or may need a refresher, RUF is a German car manufacturer that engineers original vehicles using unmarked Porsche chassis. As we talked about bespoke before, its only right for the Gemballa Marsien to have a unique powertrain of the highest quality. The engineers at RUF were able to tweak and tune the six-cylinder boxer to squeak out an extra 100+ horsepower over an original Porsche 911 Turbo S, producing a whopping 740 hp, or an even wilder 830 hp for their second stage model. However, the Gemballa Marsien isn’t all about aerodynamics and engine perfomance — off-roadability is where this beefy Porsche draws its energy. 

Together with the leading suspension and chassis technology pioneer KW automotive, Marc Philipp Gemballa was able to incorporate a newly developed double wishbone suspension system equipped with KW solid piston damper technology. Not only does this system allow the Gemballa Marsien an intelligent active damper control, but also features and adjustable ride height system for on and off road use. At the rear, a multi-link suspension with an anti-roll bar was put in place for even better control in the dirt. 

With a limited run of just 40 units, it may be difficult to get your hands on one of these creations, but if you have $583,000 to toss on a hyper off-roader, then we wish you luck!

2022 Dallara EXP: A Roofless Track Weapon

July 1, 2021 – For those familiar with the world of racing, you may have heard of the Italian race car manufacturer Dallara, and if so, you’ll know that the Dallara EXP is a new car that’s going to push the boundaries of race car capabilities. The company was founded by Gian Paolo Dallara, who previously worked for some of the biggest names in the industry, including Ferrari, Maserati, Lamborghini, and De Tomaso. You could say he has a knack for race cars, so much so he has been creating his own track shredders.

Before releasing their newest creation, Dallara manufactured a barely road legal Stradale that somehow found its way to sporting a license plate. The company realized the car needed some extreme aero and more power, and if the original Stradale barely met requirements for the street, then this new Dallara EXP would be a track-only weapon. 

The powerhouse putting the EXP in motion is the same 2.3 liter Eco-Boost found in the Ford Focus RS, albeit with more power. A little tinkering from Dallara lands the power output of the 4 cylinder around 492 hp. With outlandish horsepower numbers from modern day supercars, this number may seem pretty small for a track only car. Don’t let that horsepower figure fool you though, as the Dallara EXP has a dry weight of only 1,962 lbs, with 2,756 lbs of downforce at top speed. Even better, the car can pull 2.7 G’s.

No price has been given for the EXP, but it is noted that the Stradale can be transformed into an EXP, and vice versa. The Stradale comes in at around $200,000, but if you’re looking for a track only toy, look no further than the EXP! 

Aston Martin Valkyrie AMR Pro Redefines the Hypercar

June 29, 2021 – If you’ve ever wondered what a hypercar is defined as, then look no further for a prime example than the new Aston Martin Valkyrie AMR Pro. Shortly after delivering their newest 1,000 hp hybrid road car, the Valkyrie, Aston Martin has stepped it up with a track only, racing regulation free hypercar that is here to eliminate all competition. As Aston Martin puts it, the Valkyrie AMR Pro is “a machine which takes a car designed to win the Le Mans 24 Hours as its starting point, then pushes further to explore extremes of performance unconstrained by racing regulations or registration for road use.” 

Similar to the road legal Valkyrie, the AMR Pro is chock full of mind-blowing capabilities. Neatly nestled inside the Aston Martin Valkyrie AMR Pro is a Cosworth-built 6.5-liter naturally aspirated V12, capable of revving up to 11,000 rpm and putting 1000bhp down to the pavement. You may be thinking that the original road legal Valkyrie posted these kinds of numbers before even adding its hybrid system, a good thought indeed.

Well, the AMR Pro is more than just a powerhouse. Aston Martin set out to achieve the fastest lap times, but this pursuit also involved a plethora of weight saving changes. Firstly, the battery electric hybrid system was removed, along with a host of other weight saving measures. Continuing the technology partnership with Red Bull Advanced Technologies (RBAT), Aston Martin has been able to incorporate into the AMR Pro ultra-light carbon fiber bodywork, carbon suspension wishbones and Perspex windscreen and side windows.

With everything combined, the Aston Martin Valkyrie AMR Pro exceeds Le Mans Hypercar regulations for aerodynamic efficiency, with Aston Martin claiming track performance close to that of an F1 car.

More details of the Valkyrie AMR Pro including specification and performance are to be revealed later this year. As of now, a target lap time around the 8.5 mile 24H Le Mans is set at 3 minutes and 20 seconds, a number that could put the Valkyrie AMR Pro in first place in an LMP1 race. 40 AMR Pro versions of the Valkyrie will be produced, and with the original Valkyrie priced at $3 million, it seems the sky may be the limit for the price of an AMR Pro!

Inaugural State of Speed LA Car Show Recap

Incredible builds, delicious coffee, great people — what more could have come from a successful inaugural State of Speed Los Angeles car show? First off, let’s start off by saying thank you to each and every person that showed up for the event, Milestar Tires for sponsoring the show, and Clutch and Coffee for providing the fresh brews.

It’s refreshing to know that a group of gearheads that share the same passion for their rides can come together for an extraordinary time!

Now, let’s dive on into the turnout of immaculate builds that showed up for the State of Speed LA event! As stated before the event, this was most definitely not a run of the mill car show. It was expected that a truly diverse group of cars would show up, from JDM and Euro to Off-Road and Mini Trucks. There was no shortage of any, either.

Once the clock hit 7 o’clock, people were rolling in to collect their limited edition State of Speed Los Angeles t-shirts, and boy did those go quick! Once parked and hood popped, the next most important thing to do was grab a cup of coffee, and a delicious one at that. Clutch and Coffee supplied the goods, and it was a hit!

By 9AM, the Tireco parking lot was popping, but no, not audibly. A huge thanks to everyone for also being respectful of the show and keeping the engine noises to a minimum! The lot was packed, and the three hours flew by, but there was plenty of time to check out each car and talk to the individuals behind the builds. Once 10AM came, cars slowly started to head out while bystanders headed towards the exits to hear the sweet tones of each car as they departed.

Overall, our inaugural State of Speed LA show was a huge success! Another thank you goes out to our lead sponsor, Milestar Tires, our coffee vendor, Clutch and Coffee, and most importantly, those who showed up with some killer rides. We look forward to the next event and hope everyone can make it out, so stay tuned!

Steve McQueen’s “Le Mans” Porsche 917 K Heading to Auction

June 25, 2021 – If you’re looking to get your hands on a piece of automotive history, then you’re most definitely going to want to check out this 1970 Porsche 917 K up for auction at RM Sotheby’s. This 917 K doesn’t only have a Le Mans entry in 1970 with the Mike Hailwood/David Hobbs JW Automotive Gulf Racing team, but also starred in Steve McQueen’s Le Mans. 

This Porsche 917 K has quite the history, and aside from starring in movies and racing in the actual 24 Hours of Le Mans, it has had a complete restoration. Going back in time to Le Mans, the car was raced in 1970 and reached 3rd place before it aquaplaned in the rain and sustained minimal chassis damage. The car was retired while the drivers jumped in a spare, and that’s where the rest of the Porsche 917 K’s story continues. The car entered the limelight for the 1971 feature in which they used actual footage from its 1970 Le Mans race. The car was then rebuilt by Porsche for team Shell Heckersbruch, where it competed and performed strongly for the next 3 years.

By 2012, the Porsche 917 K was bought by a noted collector where it received its full restoration. This meant the exterior was once again plastered in its beautiful Gulf-liveried Le Mans coupe specification. The restoration was executed by Paul Lanzante, a top European racing car restorer. Without regard to cost and with access to many period correct parts, the Porsche 917 K was once again basking in the glory of its deep roots in the golden era of motorsport. 

A Streamlined Guide to Aero

What Do All Those Wings and Fins Do, Really?

Getting into the subject of aerodynamics as they relate to cars is asking for trouble. Whether you’re talking about imports with big goofy wings and dive planes that look like anime road catfish, or even just owners of a certain domestic brand who steadfastly refuse to remove the banana-yellow shipping guards on their cars’ factory splitters, it’s a topic that draws a lot of derision. Sometimes that’s warranted, but there is a place for aero mods in the tuner’s toolbox. Understanding the goals of functional aero is the first step in moving from the realm of questionable styling choices into something worth doing for the sake of improved performance. We’re going to jump in with both feet and banish the poser-tech to the Land of Wind and Ghosts, so hang on…

No Free Lunch

Aerodynamic modifications to a car serve one or both of two main functions; reducing drag and reducing lift. Most changes affect both drag and lift, and while downforce can be important, achieving meaningful results in that area without a huge drag penalty can require some finesse. Drag is especially important because it increases with the cube of velocity – drag-inducing elements of a vehicle’s design that aren’t worth worrying about at low speed become big problems on the highway or racetrack. Like almost any part of car design, the ability to maximize the desired effects while minimizing the drawbacks is what separates winners and losers.

An excellent example of this that’s become ubiquitous over the last two decades in OEM car designs is limiting the volume of air that passes underneath a car. In older designs, this was a source of both lift and drag, and as a result, modern vehicles have become lower and they’ve added aerodynamic features to the nose of the car to redirect flow. These changes cost virtually nothing for manufacturers to implement but provide real benefits.

One area of special attention that was often poorly-understood or simply ignored in the past was air passing through the front grille, into the engine bay, and out through the open underside. Smaller air inlets better-sized to the radiator core and ‘bottom breather’ noses that actually relieve pressure at the lowest point under the bumper, plus aerodynamic trays covering the underside of the engine compartment are all examples of the way modern designs improve aero in this region.

We have to admit that we’ve been among those who have either intentionally removed an engine bay undertray to make maintenance less of a pain, or simply lost one due to ill-advised encounters with curb stops or speed bumps, but not having them in place as intended is a significant source of both drag and lift. There’s little point in trying to improve aerodynamics at the nose of the vehicle with added parts if the primary flow-control features of the factory design are missing. 

Presuming that you’re starting from an intact, OEM aero standpoint, is it possible to modify things yourself and achieve meaningful, non-cosmetic results? The answer is a qualified yes – like every other aspect of automotive engineering, factory designs are always a compromise between competing goals, and the compromises you might choose as an enthusiast aren’t always the same as the ones that are aimed at satisfying the greatest number of ‘normie’ potential customers. In the case of aero, low drag, stable handling at freeway speed, and low noise top the factory wish list. 

As an enthusiast, you may be willing to trade away some extra drag (and lose a bit of fuel economy at cruise) in exchange for added downforce to improve traction. Increased wind noise may also not be a concern for you, and you might be willing to accept the negative consequences of a lower ride height, like increased susceptibility to damage from potholes and curbs. These are just a couple of considerations when planning out aero changes to your vehicle. 

With all this in mind, let’s start from the front and work our way back, describing different aero components and how they function (or at least are supposed to function).

Nose Dive

It used to be that air dams with splitters (a horizontal plate attached at the bottom of the air dam) were only seen on race cars, but they’re appearing with greater and greater frequency on factory cars as well – often with the aforementioned plastic protective bananas still attached, because reasons. The purpose of a splitter is to cleanly divide flow between the air moving around and through the nose of the car and the air traveling underneath the body, as well as limiting how much air goes low instead of high. To be truly effective, splitters need to be quite close to the ground, and even though factory-designed ones are usually higher than ideal, they still provide an endless source of horrible scraping noises over curbs, driveway entrances, and other obstacles if the driver isn’t careful. 

A properly-designed splitter and air dam combo will reduce both drag and front end lift by reducing turbulent flow to the underbody, and will also help the engine bay tray (if present) to do its job. A secondary purpose is to help guide flow around the front wheel openings, which are a major source of drag. 

Dive planes, canards, fins, or whatever you want to call other small aero devices placed on the quarter panel in front of the wheel arches also serve this purpose, as do longitudinal fences at the gap between the fender and the hood. Properly engineered canards can also help promote the flow of air from brake cooling ducts that source air from the high pressure area in the bumper by creating a local region of lower pressure to draw air away from the rotors and wheels after it has done its job. 

Care has to be taken with hood fences, though – viewed in profile, a car is shaped somewhat like an airplane wing, and just like a wing, air that is accelerated over the upper side creates an area of reduced pressure, generating lift. Ideally, fences will keep high pressure air from spilling over the fenders (thus increasing front downforce) without forcing it to follow the curve of the windshield over, rather than around, the passenger cabin. Fences, as well as canards/dive planes to a lesser extent, can also greatly increase turbulence around external mirrors – while this isn’t a huge source of extra drag, it can create a lot of interior noise ranging from a very-low-frequency ‘brown note’ rumble to intolerable high-pitched whistling. 

Side View

Extended lower sills along the sides of the body are another example of managing airflow beneath the vehicle. Like splitters, to be completely effective they need to be impractically (at least for on-road use) close to the ground, but they aren’t totally useless even when compromised for the sake of clearance. 

An interesting side note here is that a number of competition vehicles, ranging from the 1970 Chaparral 2J Can Am car to modern Formula SAE karts have been built with ‘powered downforce’ using a fan to pull air from underneath the car. Working like a reverse hovercraft of sorts, the front, sides, and rear of the underbody were sealed to the road surface via flexible skirts with polycarbonate sliders at the bottom to reduce air leakage, and a slight vacuum created by the fan across the entire underside of the car delivered enormous downforce at zero MPH with no aerodynamic drag. It was said that the 2J could develop enough suction to allow it to stick to the roof of a tunnel at a standstill, and the pair of 17 inch fans, driven by a separate snowmobile engine, could drive the car forward at 40 MPH just by their thrust alone.

Of course, in Can Am competition the technology was immediately outlawed, as these things tend to be, but in racing situations where it isn’t outright banned by the rulebook, this unique form of “aero” is still an extremely effective one. In the real world with roads that aren’t billiard-table smooth, the skirts take a beating, and getting rocks and dirt actively sucked up through powered fans does not make the people driving behind you very happy. Nonetheless, a good front splitter and side skirts, combined with a rear end shaped to create a low pressure area can still take advantage of this same effect, though only in motion and with much less total downforce. 

On the roof of the car, vortex generators can be fitted along the back edge just ahead of the rear window. These are small triangular features that are actually designed to create turbulence, but in a very controlled way. By inducing a narrow band of swirling flow, they act in the same way as a solid fence and can help keep flow attached to a surface, with a small drag penalty. Originally vortex generators (as well as fences) were found on aircraft wings as a way to stop span-wise (side to side) airflow and improve stall performance. In the automotive world, you’ve undoubtedly seen these on factory Mitsubishi EVO sedans, and their budget cousins can easily be found in the stick-on plastic whatsis aisle at your local auto parts store, alongside portholes, fake vents, and chrome Punisher symbols. Usually, these cheap little pyramids are poser tech, but they can actually be effective when used in the right spots. Unfortunately, without sticking tufts of yarn all over the outside of the car to see how air is moving locally across the roof and backlight, the ‘right spots’ are impossible to determine beyond an educated guess. 

Winging It (Spoiler Alert)

Finally, we get to what you’ve all been waiting for, the defining piece of aero hardware – the wing or spoiler. First, though, please understand that the terms aren’t interchangeable, and although both reduce lift/increase downforce on the rear end of the vehicle, they do it in different ways. Let’s start with the simpler of the two, the spoiler. 

The name for this aerodynamic device comes directly from its function; ‘spoiling’ the lift of a wing-shaped surface. Earlier, we described how the body of the entire car in side-view resembles an aircraft wing with a curved upper surface, and just like an aircraft wing, since air has to travel farther and faster across the top than the bottom, it will generate lift. A spoiler on the back of the car works exactly as it would on a wing, disrupting that flow of air to kill some of the lift being produced. 

Just as importantly, a spoiler can actually reduce total aerodynamic drag despite being an impediment to the smooth flow of air. Back at the dawn of ‘streamlining’ (as aerodynamics were first called 100 or so years ago) inventors looked at the teardrop shape of a falling droplet of water and concluded that nature was providing them with a blueprint for the perfect low-drag shape. As a result, a lot of the first efforts at streamlining included long, pointed tails to allow the airflow to smoothly rejoin behind the vehicle without producing an area of low pressure.  

As zippy as these designs looked, they were somewhat impractical for road vehicles, and designers searched for other solutions. The most successful was developed by a German fellow by the name of Wunibald Kamm in the late ‘30s when he discovered that an abruptly cut off vertical shape at the back of the car was nearly as effective in reducing drag as a pointed tail. By inducing some of the boundary layer air close to the surface of the body to tumble into that space behind the car, it created an area of turbulence that didn’t mix with the other air flowing around the car and worked like an invisible (and weightless) pointed tail.

Since that time, the “Kammback” has been widely adopted, and can be seen in cars ranging from the original Honda CRX to many modern hybrids. For best results, the vertical surface should be placed at a point where the body’s cross section has sloped back down to about 50% of its maximum, but this limits the workable roofline and tail shapes quite a bit. Add a spoiler to the trunk lid or the back edge of the roof on a hatchback, though, and you get a similar drag reducing effect as a full Kamm rearend. 

Wings, particularly those that are intended to do something more than just look cool, are somewhat more complex. Ideally, a wing will be placed far enough away from the body of the car to be in “clean” air instead of sluggish and turbulent boundary layer flow. Interestingly, the 1969 Dodge Charger Daytona and 1970 Plymouth Superbird, with their fender-mounted ‘basket handle’ rear wings that were higher than the roofline had ideal placement for them, but it wasn’t for aero reasons – they had to be that high so that the trunk lid could still open underneath them!

A few years earlier, the Chaparral 2E Can Am design had debuted a tall strut-mounted rear wing that had what would be now considered “active aero” – A pedal on the floor would flatten out the angle of the wing and simultaneously close a shutter on the air dam that normally allowed air out through a vent in the front bodywork when depressed, letting the driver reduce drag when downforce wasn’t needed along high speed straights. The struts for the wing were also directly connected to the suspension, so force was applied straight to the rear tires instead of through the springs. While it worked very well, it proved to be fragile and after a few failures in the cars adopting these kinds of movable wings, they were outlawed (leading to the aforementioned Chaparral 2J ‘sucker car’).

Today, it is very common to see high-end (and even some not so high-end) sports cars with rear wings that automatically deploy and adjust their angle based on road speed and cornering forces. For aftermarket race-style wings, the angle of the airfoil (or in many cases, multiple airfoils) can be changed in the garage by altering the mounting points in order to customize the balance between drag and downforce for a particular race venue. Spill plates on the ends of the wing serve the same purpose as the winglets commonly found on commercial jets, reducing drag caused by vortexes shed by the ends of the wings. 

It’s also worth noting that a wing can help high-speed stability side-to-side by moving the car’s center of pressure rearward. The center of pressure is the imaginary point where all the aerodynamic forces are balanced, and the farther behind the car’s center of gravity it is, the more the car will want to travel in a straight line. Any kid who’s built a model rocket and decided to put all sorts of fins on the front will tell you that having the center of pressure at or ahead of the center of mass gets you something that flies like a pinwheel instead of an arrow, and the same applies to car aerodynamics. We should also point out that the ever-popular ‘wing on the back of a FWD car’ isn’t necessarily just poser-tech. At high speed the car doesn’t care that much about which wheels are doing the motivating, and since FWD cars tend to have a forward weight bias in the first place, a properly-designed rear wing can greatly increase stability and cornering balance.

Finally, we get to the last details as we reach the very tail end of the car. Wings and spoilers often have small features on their rear lips to enhance their effectiveness, which can be either fixed or adjustable. A small tab, usually a half-inch high or less and mounted at the very trailing edge of a wing or spoiler at a right angle to the surface is usually referred to as a “Gurney flap.” It gets its name from the legendary racer and team owner Dan Gurney who came up with the idea as a quick handling fix for his driver Bobby Unser’s car. To hide the true purpose of the modification, he initially floated the story that it was just a way to protect crewmembers from the sharp trailing edge of the wing while working on or pushing the car, but soon enough everybody figured it out and it became commonplace in race car aerodynamics.

A taller, usually adjustable trailing edge lip is typically called a ‘wickerbill,’ and explanations for the name are easy to come by but none are definitive. These fall into the category of aero devices that can be tuned in the garage or pit to suit the race course by sliding them up or down in their mounting slots. 

So there you have it – the incomplete guide to understanding car aerodynamics. We hope that we’ve fired your imagination and that you’ll follow up on the subject with further reading, since it’s a topic of pretty high importance for both factory and modified vehicles. Plus, aero stuff looks cool when it’s done right, but you already knew that…

Top 5 Affordable Supercars

Let’s say you’ve come into some money. Not life-changing, private island money, mind you. More along the lines of catching a hedge fund in a short squeeze, getting into (and out of) cryptocurrency at just the right time, or even just scratching a particularly good lottery ticket. While a new Lamborghini isn’t going to be in the budget, what are some head-turning cars that you can actually drive and enjoy, but are within your financial reach?

We’ve come up with a list of a few different ideas, should you want to scratch that supercar itch without paying a price tag that’s more in line with real estate than something you can park in a garage. It’s not all-inclusive, and we’re sure that many readers will have their own top choices, but daydreaming is always fun and it’s even better when those dreams are within the realm of possibility.

Honorable Mention: “Component Cars”/Replicas

Though ‘kit cars’ got a bad reputation decades ago when they were mostly based on aircooled Volkswagen or Fiero chassis and a LOT of optimism about your own fabrication skills, the industry has come a long, long way in terms of quality and value-for-money. Companies like Factory Five Racing and Superformance offer the chance to own cars like a Cobra, Daytona Coupe, Corvette Grand Sport, or GT40 that would simply be out of financial reach if you wanted an original. As a plus, with modern components and drivelines, they’re going to be a whole lot more reliable and drivable than the originals (and potentially a whole lot faster on the track), and you can customize them to suit your own must-have list.

You will need a warm, dry, comfortable place to work, a bitchin’ set of tools, some mechanical aptitude, and an unusually high level of patience if you chose this route, though. If you are like the author and are the kind of person who loses interest in the 1,000-piece jigsaw puzzle after the edges and two out of the three kitten faces are done, this is not for you. 

#5: 996 Porsche

For a lot of people, the Porsche 911 family defines the idea of an aspirational sports car. Many of those reading this article had a poster of the original 911 Turbo on their bedroom wall as a kid. None of those reading this article can afford one, and even if you could, it would try to kill you the first time you drove it. 

Fortunately, though, the long history of the marque offers some choices that are within our parameters for affordability and that are actually reliable and fun to drive. We’ve singled out the 1998-2004 996 as our favorite in this category because it’s about the least expensive way to get into a Porsche that you can actually be proud of (apologies to those 914, 924/944, and 928 peeps out there. You know we’re right.) A little history explains why these cars are what they are – they represent a radical shift from previous 911 models, trading a new water-cooled flat six for the old air-cooled design that was no longer capable of meeting ever-stricter environmental and noise standards, and sharing a ton of parts with the less-expensive Boxster that had just been introduced. Porsche purists clutched their pearls in dismay, but despite the somewhat meh styling, the 996 was a huge hit with new car buyers and a ton of them were produced in many variants. 

While there are a lot of keyboard warriors who make a big deal out of the faulty design of the intermediate shaft bearing that can do expensive damage to the M96 engine in non-GT2, GT3, and Turbo 996 models if it fails, by now most of the cars susceptible to this problem have already been either junked or fixed – just be sure to get a car with a verifiable service history that shows it has been corrected, or budget another two grand or so for a shop to replace it with the improved design.

#4: V8 Ferraris

Is there a manufacturer more closely-associated with the term “supercar” than Ferrari? And yet, thanks to the miracle of depreciation, you can get yourself into a good one for less than a new optioned-out Ford F150. While the Italian carmaker is known for their screaming V12 engines, bargains can be found if you can live with four fewer cylinders. 

In the ‘classic’ (or at least classic-adjacent) category, we have cars like the 308 GTB/GTS from 1975-85, which will make you feel like Thomas Sullivan Magnum III every time you turn the key, its improved successor, the ‘86-’89 328 GTS which is actually known for its (relative) reliability and easy maintenance, and the 348 which replaced those in turn for the 1989-1995 model years if you want Testarossa strakes on a budget. 

Moving on to more recent V8 models, prices start to rise, as you might expect, but you can still get an awful lot of Ferrari for the money with cars like the F355 (produced from 1995-1998), the 2000-2004 360 Modena, or even the front-engine 2009-2014 California if you can stretch your budget to six figures.    

The caveat here is that maintenance costs are not for the faint of heart, and depending on where you live, even finding a mechanic who has ever even seen one of the Ferraris you just bought off of Facebook Marketplace may not be possible. But hey, even a broken Ferrari in your garage is still a Ferrari in your garage, right?

#3: Nissan R32 Skyline GT-R

The EPA giveth, and the EPA taketh away – while there’s currently a fight going on to preserve the right to even work on your own car, let alone modify it, there’s also the 25-year rule that turns unimportable pumpkins into glittering carriages as soon as they hit the quarter-century mark. And no forbidden fruit was quite so attractive to an entire generation raised on racing video games than the original Godzilla, the 1989-1994 Nissan Skyline GT-R. 

Over the course of the production run, Nissan cranked out more than forty thousand R32 GT-R models in a variety of specifications, and since 2014 every one of them has been legal to own in the US (at least as far as the Feds are concerned; your state may suck like the author’s does and impose its own restrictions). As far as all-wheel-drive turbocharged cars designed in the late 1980s go, they’re reliable and have a robust supply chain plus plenty of folks here in the ‘States who know how to work on them. 

Despite their large production numbers, though, prices are on the rise and we predict that before long they’ll exceed what’s sensible for a car you actually want to drive on a regular basis. Get in now if one of these right-hand-drive dream cars is on your wishlist.

#2: C6 Corvette Z06/ZR1

The 2005-2013 Corvette earns our ‘bang for the buck’ award on this list, especially in the form of the naturally-aspirated LS7-powered Z06 and supercharged LS9 ZR1 models. When these cars were new, there was nothing that could touch them in terms of performance per dollar spent, and the arrival of the C7 for the 2014 model year helped drive down their resale value. Throw in the introduction of the mid-rear engine C8 for 2020 and the bottom got knocked out of prices for used sixth-gen Corvettes, making them the performance bargain of the 21st century. 

The Z06 and ZR1 have very different personalities; the 505-horsepower LS7 in the former is about as good as a non-forced-induction big displacement V8 engine gets, and the car was clearly aimed at track performance with a first-for-Corvettes full aluminum chassis and suspension tuning that owed a lot to the experience earned in competition with the previous C5’s near-interchangeable underpinnings. The 638 horsepower ZR1 is a T-Rex of a car, and driven hard you’ll find yourself unexpectedly bumping the redline because the blown powerplant just doesn’t nose over and run out of breath as it climbs the tach.

Another big plus with these cars is their reliability and serviceability. Maintenance and repair is well within the ability of a home mechanic, and if you’d rather have somebody else take care of it, literally any Chevy dealership on the planet can get parts. There’s a huge aftermarket if you want to upgrade the suspension or engine as well. While some Z06 models had issues with the LS7 dropping valves, by now they’ve all either been fixed under warranty or they’re not going to fail. About the only downsides are that the interiors are just “good for a Chevy” rather than extraordinary, and you will also be required by law to wear jorts and white New Balance tennis shoes while driving one.

#1: First-Gen Acura NSX

You knew this one would make the list, since part of the original mission statement for the 1990-2005 NSX was to be the original ‘affordable supercar.’ The goal was to match the performance of the Ferrari 328/348 without the reliability issues or the price tag, and the styling was closely based on the Pininfarina-penned HP-X concept car. Honda being Honda, the NSX would also avoid all the ergonomic woes common to other mid-rear exotics, with decent interior room and really excellent all-around visibility from the driver’s seat.

The NSX started out with a 270 horsepower 3.0 liter V6, which was replaced for 1997 with an improved 3.2 liter, 290 horsepower engine. In such a light car (depending on model and year, curb weight was between 2,800-3,160 pounds) this made for plenty of performance, and in 1992 a NSX-R variant was introduced with a focus on track use, trading away a little bit of street manners. 

The car got a facelift for 2002, most easily recognizable by the replacement of the original pop-up headlights with less-fun fixed projector HID units, and beneath the skin there were some changes to the suspension calibration with stiffer springs front and rear and a higher-rate rear anti-roll bar. Regardless of the model year, these cars have held their value well and remain insanely fun to drive while still being about as practical as a mid-rear two seat sports car can be. Best of all, even though they’re “just” a Honda/Acura, they still turn heads thirty years after they hit the market, punching way above their weight class in terms of coolness.

So that’s our supercar list – like any of these things are, it’s subjective, and your opinion may place other cars higher than the ones we’ve picked out here. The important thing, though, is that there are more affordable, desirable supercars available on the used market today than there have ever been, so being on a budget doesn’t have to mean living with something boring in the driveway. 

The New Pagani Huayra R: An 850-HP Track Killer

March 18, 2021 – Following in the track-only footsteps of the Zonda R, the new V12 Pagani Huayra R is here to prove the Italian automakers dedication to form and function. Horacio Pagani, founder of Pagani Automobili S.p.A., states that “The new engine had to have the charm, romance, sound and simplicity of the F1 engines of the 1980s, while incorporating state-of-the-art technology available today.”

The Pagani Huayra R was put together piece by piece with the latest technology derived from the world of racing. The heart of the Huayra R is a 12-cylinder, 6-liter, naturally-aspirated racing engine, designed to not only put out peak performance, but also be incredibly light to be one of the most efficient track-ready V12’s ever created. The new powertrain delivers a whopping 850-hp at 8,250 rpm and 553 lb-ft of torque, with a redline at 9,000 rpm, creating that sound Horacio Pagani was going for from the F1 engines of the 1980s. 

Paired to the screaming V12 is a brand new six-speed sequential gearbox. The gearbox itself is a non synchronized dog ring that guarantees 95% friction efficiency, which helps to achieve maximum shift precision and reduce shift times, all while only weighing in at a total of just 176 lbs. Mounted to the engine and the monocoque, the gearbox also contributes to the rigidity of the chassis and is designed to integrate structurally with the entire suspension unit. 

Going back to the monocoque, the Pagani Huayra R’s is the result of specifically dedicated development that gives the driver total involvement and driving experience that you’d expect from an authentic racing car experience. The monocoque was designed using the latest composite technology, including carbo-titanium HP62-G2, a combination of beta titanium alloy and carbon composite, along with Carbo-Triax HP62. Combined with the new structural principles and materials that were specially designed for the all-new Pagani Huayra R, the supercar tips the scales at a dry weight of just over 2,300 lbs. 

Moving on into the aerodynamics of the Pagania Huayra R, every detail of its exterior plays a role in generating maximum aerodynamic load. The goal from the beginning was the generate roughly 2204 lbs of downforce at 199 mph (1000 kg at 320 km/h), which the teams at Pagani and HWA quickly achieved. This wasn’t enough though, and the engineers wanted to push the envelope even further with the combination of form and function. They started to realize that every little detail they were changing on the exterior of the car was improving aerodynamic efficiency. 

Continuing the racing feel that the Pagani Huayra R was going for is the interior of the car. The interior of the R was designed for all around involvement and maximum adrenaline. All controls, including traction control, ABS, radio communication and other important functions can all be found on the quick release steering wheel. All other important controls are available on the center console, while a high-res, fully customizable motorsport dashboard display feeds the driver the necessary information to monitor the status of the car. 

Converted to USD, the Pagani Huayra R will cost about $3.1 million, but that’s only if you’re able to get your hands on 1 of 30 build slots. If you do however get on the waitlist and secure a slot, be ready to experience some of the most thrilling Pagani organized track days, part of the Pagani ownership experience. 

The Porsche Taycan Cross Turismo: An Off-Roadable EV Wagon

March 05, 2021 – Porsche has officially announced the expansion of their all-electric sports car range, and the newest edition is an off-road, shooting brake dream — the Porsche Taycan Cross Turismo. Many of the Cross Turismos strengths are taken from its sedan counterpart, with focus on performance and an exciting driving experience. Added to the mix is increased ground clearance for off-roadability, along with the much needed extra cargo space.

While the Taycan Cross Turismo will continue with the same front end, which has to be one of the best looking of all EVs, it will feature a longer, flatter roofline compared to its sedan counterpart. Also changed will be the fender extensions, unique rocker panels, front and rear fascia, and a 20 mm higher ride height. 

The Cross Turismo is in no way a rock-crawling off-roader, but it does however come with a Gravel mode, which increases the ride height an additional 10 mm, while also setting the suspension firmness, traction and stability control, and torque management system. All of these functions combined help the Taycan Cross Tursimo to maximize its grip over loose surfaces, including rocks, mud, sand, and gravel. This alone gives the Taycan more versatility over most EVs out there, but the performance doesn’t stop there. Off the gravel and back onto the road, the Taycan Turbo S Cross Tursimo can sprint to 60 mph in 2.7 seconds.

Moving to the interior, the Taycan Cross Turismo has several options available, including Porsche InnoDrive, Head Up Display, 14-way seats with massage functionality, and Bose and Burmester audio systems. 

Four different Porsche Taycan Cross Turismo models will be available at the launch, including the Taycan 4 Cross Turismo, Taycan 4S Cross Turismo, Taycan Turbo Cross Tursimo, and Taycan Turbo S Cross Tursimo. All variants of the Cross Turismo will feature an all-wheel drive system powered by dual-motors, a two-speed rear transmission, Porsche Adaptive Suspension Management in conjunction with air suspension, and much more. No EPA-estimated figures for range have been disclosed yet, but out is expected that they will be slightly lower than that of its sedan counterpart.

Pricing for the Porsche Taycan 4 Cross Turismo starts at $92,250, and goes all the way up to $188,950 for the Turbo S model. Porsche also sweetens the deal with three years of free charging through Electrify America. The new Porsche variant will go on sale later this summer. 

Supercharged V8 Creates a Land Rover Defender Monster

Feb. 26 – Hefty V8s have been packing a punch in Land Rovers dating back to the 1970s, and the story continues with the new Land Rover Defender V8. This isn’t your run of the mill N/A V8, but a potent new supercharged V8, available in both 90 and 110 body styles. Iain Gray, Senior Manager, Powertrain Advanced Engineering, says “The 5.0-liter V8 supercharged engine further enhances the unique character of the Defender. It sounds fantastic and delivers incredible performance — providing new levels of driver appeal.” 

Speaking of performance, that 5.0-liter supercharged V8 in the Land Rover Defender produces 518 hp, and 461 lb-ft of torque. That power is delivered through an eight-speed automatic transmission. The Defender 90, or 2-door model, with the V8 package can accelerate to 60 mph in just 4.9 seconds, and sprint all the way to its top speed of 149 mph. Although extremely quick, and faster than any Defender model before it, the new Defenders aren’t just know for their speed. 

Inside the new Land Rover Defenders, you’ll find a unique suspension system, including bespoke spring and damper rates, and a new Electronic Active Rear Differential. This new technologically advanced equipment delivers more agile and engaging handling with heightened body control — you’ll also get to hear the lovely sounds of the supercharged V8. 

To continue on the Defenders exceptional off-roadability, Land Rover has introduced a new Dynamic program within the Terrain Response system. The program helps the driver exploit the more dynamic character and handling balance of the 518 hp model on tarmac and loose surfaces. In the setting, a sharper throttle response and bespoke tuning for the Continuously Variable Damping combine with the stiffer suspension for immediate steering response. 

Moving on to the looks of the new Defenders, the V8 models will be badged with unique emblems, while also coming with a distinctive quad exhaust and 22-inch alloy wheels. Another giveaway that the Defender is indeed housing a supercharged V8 is the Xenon blue front brake calipers and 15-inch brake discs. 

You’d better want to get your wallet ready for these prices, though. The base Defender 90 and 110 start at around $50,000, but as soon as you introduce the supercharged V8, you’ll be looking at a near $100,000 price tag. 

VW GTI Celebrates 45 Years With Golf GTI Clubsport 45

March 01 – It has officially been 45 years since the hottest hatch of them all has hit showroom floors, and VW is celebrating its birthday with the 2021 Golf GTI Clubsport 45. This new special edition GTI is based off of the previous Clubsport, and mostly incorporates aesthetic changes.

The exterior of the Golf GTI Clubsport 45 boasts a striking black roof complete with a paint matched roof spoiler, an homage to the black-framed rear window of the first Golf GTI. The Race package, which is standard on the Clubsport 45, also includes 19-inch Scottsdale alloy wheels, a sport exhaust system, and removal of the Vmax limiter, which limits the top speed to 250 kph. 

Moving to the interior, the special edition anniversary model also showcases the classic GTI insignia. GTI lettering can be found on the backrests of the front premium sport seats, along with “45” stamped on to the center spoke of the steering wheel. 

As of now, there’s no sign of the VW Golf GTI Clubsport 45 reaching the U.S.. European countries will receive first presales as soon as March 1st, with pricing in Germany starting at 47,790 euros. 

Born A Legend: The 725-HP GMA T.50s Niki Lauda

Feb. 23 – Gordon Murray Automotive just one-upped their ultimate driver’s car, the T.50, this time calling it the T.50s Niki Lauda. The T.50, which was revealed last year, is an incredible F1 inspired 3-seater supercar, and much of its DNA is being passed along to the T.50s. The new high-horsepower, lightweight track shredder is described by GMA as “an on track experience like no other car to date.”

At the heart of the GMA T.50s Niki Lauda is a Cosworth-designed 3.9-liter V12, putting out 700 horsepower at an extraordinarily high 11,500 rpm. The engine is fed air through a newly designed, roof-mounted RAM induction airbox, which can also increase the maximum output of the engine to 725 horsepower. If you’re like us, you’re probably thinking this T.50s is capable of blowing some eardrums. This is definitely the case following the fact that a newly-developed, bespoke, straight-through exhaust system has also been implemented, taking the engine sound to the next level. As it is strictly a track car, the GMA T.50s Niki Lauda does without catalytic converters — no sound limitations other than those of the track need to be met. 

Built around a specially developed, lightweight carbon fiber monocoque, the T.50s Niki Lauda is completely optimized for weight reduction and structural rigidity. The car was constructed using an advanced part-binding technology, with carbon fiber wrapped around a honeycomb aluminum core. Exterior body panels of the car are also unique to the T.50s, which are made of an ultra-lightweight carbon fiber. An extra step GMA even takes is to lighten the glass around the vehicle, using a glazing that has been further reduced in weight from road car specification. The T.50s also uses the same forged aluminum front and rear double wishbone suspension system as its processor, the T.50. The springs, dampers, and anti-roll bar, however, were all optimized for track performance.

The most noticeable parts of the T.50s Niki Lauda are the aerodynamics. Covered in completely new aero, the T.50s combines to create an incredible 3,300 lbs of downforce. This is in part due to a massive 1,758mm-wide, rear-mounted delta wing. The front of the T.50s features a splitter that can generate huge load figures to balance out those from the rear wing. A central fin, noticeable with Niki Lauda’s name on it, stretches from the roof to the rear lip of the car, and helps dramatically with yaw stability. 

If you weren’t somehow getting the racing vibes from the exterior of the car, the interior will definitely solidify it. The cabin is completely race-car oriented, with a driver-focused central seating position. This central spot gives the driver a much greater view of the track ahead. The center seat is made up of carbon fiber and secures the driver with a six-point harness, while a passenger can sit on either side, both seats complete with a four-point harness. Much of the rest of the interior is very simple, only giving the driver the key controls that they need. 

It should be fairly obvious now why the T.50s was named after the great racing legend, Niki Lauda. As Professor Gordon Murray CBE puts it, “The T.50s is named in honour of Niki to commemorate his famous win with the Brabham BT46B fan car in the 1978 Swedish Grand Prix. Niki was a great racing driver and he was also a good friend and it is absolutely fitting that we are launching the T.50s Niki Lauda on his birthday. Niki would have appreciated the innovation and engineering detail in our car.”

The Gordon Murray Automotive T.50s will be limited to just 25 examples, each priced at about $4.3 million. Production is said to start at the end of the year, with help from famous racing names such as Dario Franchitti, who will be helping with dynamic development. 

The $8 Million Bugatti Centodieci: A Modern EB110

Feb. 15 – If you thought Bugatti couldn’t come up with an even more powerful and unique supercar, then you’re in for a surprise from the French car manufacturer — the first prototype for series development of a W16 engined Bugatti Centodieci has come to fruition. This highly-exclusive, high-performance machine is a tribute to the legendary EB110, evoking automotive history and showcasing Bugatti’s excellent coach building expertise. 

The Bugatti Centodieci brought on extreme challenges for the designers and engineers at Bugatti, especially because of the fact that they had to house an enormous, 8-liter engine — the 16-cylinder beast puts out nearly 1,600 horsepower. Another challenge was quite possibly the biggest one, transforming the very flat and wedge-shaped EB 110 into a modern, three-dimensional sculpture. 

Achim Anschiedt, Bugatti’s creative director, explains that “the challenge was not to allow oneself be captivated too much by the design of the historic vehicle and work solely in retrospect, but instead to create a modern interpretation of the shape and technology of that time.”

The engineers on the project had to dive right into the calculations for the body, aerodynamics, engine and transmission. The body of the Centodieci is then thrown into an air tunnel where they can simulate the airflow of the vehicle and check all components, going even as deep as checking the smallest of screws. The design team, on the other hand, checks the styling of the Centodieci in closer collaboration with the developers. After a year of continued research and development, the team finally had developed the first prototype. 

On to the performance, the Buggati Centodiece and its W16 engine create 1,600 horsepower at 7,000 rpm. The powerhouse can sprint to 60 mph in 2.4 seconds, and 120 in 6.1 seconds — an electronically halting top speed is set at 380 kph (236 mph). The Centodieci isn’t at all designed to just be a top-speed build. Stephen Winklemann, Bugatti President, puts it, “With the Centodieci, we once again demonstrate that design, quality and performance are just as important.”

The Bugatti Centodieci is limited to only 10 units, at $8 million a pop. Those 10 units have already been purchased and will arrive to their new owners some time next year.

Gunther Werks Porsche 993 Speedster Proves Yet Again That Carbon Fiber Is King

Feb. 22 – Gunther Werks is back in action, and their newest open-top, air-cooled creation is here to steal your heart — the Porsche 993 Speedster. For those unfamiliar with the magic behind Gunther Werks name, they are master crafters within the world of the Porsche aftermarket, perfecting their builds with none other than carbon fiber. The 993 is familiar ground for Gunther Werks, but this new Speedster is here to prove yet again that carbon fiber is king. 

This new creation is summed up by Gunther Werks as an “open-air model that not only heightens the experience with the rush of wind through your hair, but also pushes the boundaries of performance to build a stronger, lighter, faster car.” The reengineered Porsche 993 Speedster has already gone on to put down the fastest air-cooled lap around Laguna Seca at just 1:30.99, but what exactly have they done to the car to make it lighter and faster?

The biggest problem Gunther Werks had to overcome with the Porsche 993 Speedster is the removal of the roof. The roof of any car is key in keeping torsional rigidity, so with it gone the engineers had to employ advanced reinforcement. Most of this reinforcement has been cleverly concealed by the new carbon fiber Speedster top and tonneau cover. Beyond chassis strength, the 993 Speedster has also gained improved aerodynamics. An updated front fascia integrates a carbon front splitter that drastically improves aerodynamics. The rear of the Porsche 993 Speedster features a revised duck tail with a ram air scoop, along with 3d printed exhaust tips. Other modifications to the exterior include aluminum side view mirrors, lightweight door handles, and an updated front led reflector system. If you haven’t already noticed, Gunther Werks takes every detail into account when it comes to weight savings.

The interior of the Porsche 993 Speedster includes a new carbon fiber dash, a redesigned pedal assembly and a revised carbon fiber floor panel system. The front windscreen also sits lower, with an option to delete it completely, so Gunther Werks accommodated this by developing a hollow carbon fiber seat shell featuring lightweight cushions. The seats themselves also sit lower that the original 993, reducing drag and lowering the center of gravity. 

Technical specifications haven’t been revealed yet, but the Porsche 993 Speedster is promised to have an increase over the original 435 hp and 335 lb-ft of torque. Gunther Werks continued partnership with Eisenloht Racing and JRZ Suspension also means that the Speedster with feature an all-new advanced dynamic suspension system.

25 of these beautifully reengineered Gunther Werks Porsche 993 Speedsters will be developed, with a price of $675,000 before other options are applied. 

2022 Porsche 911 GT3 Model Revealed With 502 HP

Feb. 17 – Another year of knowledge gained at the race track has led Porsche to their newest iteration of the 911 high-performance model, the all-new 2022 Porsche 911 GT3. This incredibly high-revving, naturally aspirated engine is shared with the 911 GT3 Cup, with a double wishbone front suspension adapted from the 911 RSR. Through extensive use of lightweight materials, refined aerodynamics, and the newly equipped front suspension, the 2022 Porsche 911 GT3 aims to once again raise the bar. 

At the heart of the all-new Porsche 911 GT3 is a naturally aspirated 4.0-liter, six-cylinder boxer that revs to a screaming 9,000 rpm. Combined with 6 individual throttle bodies, the engine is able to provide extremely sharp throttle response, putting its 502 hp and 346 lb-ft of torque to the ground immediately. The engine, which is almost identical to the 911 GT3 Cup, Porsche’s track-only race car, proves just how quick Porsche is to pass down their racing knowledge to their street cars. Attached to the engine is a seven-speed Porsche Doppelkupplung (PDK) transmission, while a six-speed manual transmission is also available. Together, the engine and PDK transmission can launch the 911 GT3 to 60 in 3.2 seconds, and hit a top speed of 197 mph. 

The 2022 Porsche 911 GT3 isn’t only about engine performance — lightweight materials keep the car light and agile, ready to tear up the track. The new GT3 is based on the 911 Carrera body, making the front track width increase by 1.9 inches. However, the use of several lightweight materials makes the GT3 weight the same exact weight as its predecessor. The hood, rear wing, and fixed rear spoiler are all made up of carbon fiber reinforced plastic (CFRP). Even the glass used for the windows is lightweight and noise insulated.

Moving to the chassis and brakes, the double wishbone front axle of the new 911 GT3 was taken from the 911 RSR and 911 GT3 Cup and adapted for road use. This is a milestone for the 911, and the new front axle allows for more direct and precise steering, allowing for improved stability while cornering. As for braking, the standard braking system incorporates cast iron discs that are 28-mm larger than the previous model, and 17 percent lighter. The brakes are also able to deal with very high heat thanks to special cooling channels and new developed ventilation.

The interior of the 2022 Porsche 911 GT3 continues the connection to Porsche’s racing experience. A GT3 Multifunction Sport steering wheels is standard equipment, with an included drive mode switch for the first time. Four-way Sports Seats Plus are also standard, while 18-way Sport Seats Plus and even a carbon fiber bucket seat option are available. 

The new Porsche 911 GT3 is set to be released in the U.S. as a part of the 2022 model year, with dealers getting them as soon as Fall 2021.

McLaren Artura Hybrid Supercar Set To Be Revealed February 16

Feb. 2 – McLaren has been spawning more supercars than we can keep up with, recently the Sabre, and now the all-new McLaren Artura. What seems to be a similar looking platform to recently departed models such as the 570S, is actually a brand new design, and powertrain. The McLaren Artura, due for launch on the 16th of February, is being hyped by McLaren as a platform that will follow the footsteps of some of the greatest cars McLaren has ever made, including the Senna, Speedtail and Elva.

The McLaren Artura will make its debut as an all-new high-performance Hybrid Supercar, housing a twin-turbocharged V6 combined with an electric motor. This powertrain is designed to retain all of the performance benefits from McLaren’s larger V8 engine options, but come with the added advantages of improved torque in the lower rev ranges, and an option of running the Artura on only electric. This option, however, will most likely be for city jaunts as it’s not a full electric vehicle, so the battery will most likely be fairly small.

The McLaren Artura is also going to be built around their new carbon fiber chassis, known as the McLaren Carbon Lightweight Architecture (MCLA). Because of the batteries for the hybrid system, the carbon fiber chassis is a smart move to offset some of that added weight.

Tune in on February 16th for the official reveal to see just how incredible their new Artura is!

The New BMW M5 CS Is the Pinnacle of M Performance

Jan. 18 – BMW just made a new top of the line model that is the most impressive M model to date; the BMW M5 CS. Adding to their already impressive lineup of CS models spanning their (now)entire lineup of M cars, this limited run special edition takes it to the next level.

Described as the “highest rung of the BMW M ladder”, the BMW M5 CS comes with tons of features and performance numbers to boot. It comes with a 4.4L V8 engine that makes a whopping 635hp which makes the M5 CS the most powerful M car ever made. All this power is delivered to all four wheels through their M xDrive all-wheel-drive system, which also gives you the option of 2-wheel-drive if you’re a RWD purist.

The BMW M5 CS has 0-60 of just 3 seconds flat and can take it all the way to 124mph in just 10.3 seconds. With an electronic speed governor, the M5 CS caps out at 189mph.

As with all of the CS models, this model takes weight savings seriously and has adapted retuned bearing springs and modified axles to coincide with the lower vehicle weight. Additionally, your 4th friend will have to sit this one out, cause the BMW M5 CS comes with only 4 racing bucket seats in all corners. Classic BMW luxury is injected throughout with black merino leather with red stitching, with an Alcantara steering wheel to round out the interior.

The M5 CS comes with a stainless-steel sport exhaust system with a quad tip exhaust. To control all that power, it also comes with M Carbon ceramic brakes that can be painted either red or gold; whichever suits your fancy.

This luxury and performance comes with a cost, with the BMW M5 CS starting with a price tag of over $200K in USD. But, how much would you shell out for the most powerful BMW M car to date?

2022 Volkswagen Golf R Adds Drift Mode to AWD

November 05, 2020 – If you thought Volkswagen couldn’t squeeze more juice out of the 2.0 liter turbocharged engine in the Golf R, you’d be mistaken. VW just introduced the 2022 Golf R, and are claiming it is the most powerful production Golf of all time. Some may be disappointed that the standard Golf is no longer available in the US, but this new R is definitely the silver lining.

With its turbocharged 2.0 liter engine, the 2022 Volkswagen Golf R can put out an incredible 315 hp, 27 more than the previous generation. This boost in power, along with an all-new torque vectoring all-wheel-drive system, launch the Golf R to 62 mph in just 4.7 seconds, with a top speed of 155 mph. When it comes to the transmission, all buyers can choose between a six-speed manual transmission or an optional seven-speed DSG.

Every Golf R generation has come standard with AWD, but this new generation boasts something new and improved. A new rear differential distributes power variably between the axles. If you’re ready to slide it through a corner, the system can be put in “Drift Mode”, which allows up to 100 percent of the torque to be sent to the outside wheel. Another driving profile known as “Special” was configured for the Nurburgring. This profile has softer damping settings to make sure the Golf R can maintain maximum contact with the road.

On the exterior, the Golf R gains a new front bumper featuring a motorsport-style splitter. It also features a new daytime running light at the top of the radiator grille, stretching all the way into the fenders. On the rear bumper, a newly designed high-gloss black diffuser can be found. The production will be limited to three colors, including Lapiz Blue Metallic, Pure White, and Deep Black pearl Effect.

The inside of the 2022 Volkswagen Golf R has gone a bit more digital, allowing for more customization within the cockpit, while a 10-inch Discover Pro touchscreen display greets the driver. The driver and passenger seats have also been upgraded to sportier leather seats, along with a heated and multifunction leather sport steering wheel.

Overall, the all-new 2022 Volkswagen Golf R is going to be a force to reckon with. It will go on sale in the US beginning late next year. No price has been announced, but the previous model started just above $40,000.

Project Geländewagen: Off-White’s Virgil Abloh and Mercedes AMG Collaborate on a Unique Project

September 8, 2020 – Project Geländewagen is a first-of-its-kind collaboration between Mercedes-Benz and the highly esteemed fashion designer and founder of Off-White, Virgil Abloh. Working with Chief Design Officer of Mercedes-Benz, Gorden Wagener, Abloh produced this unique take on the Mercedes G-Wagen in an examination and exploration of the next step in modern luxury design. Those familiar with Virgil’s brand, Off-White recognize that he is no stranger to challenging the concept of luxury.

Every aspect of Project Geländewagen challenges the idea of luxury using the SUV familiar with high class and celebrity. Abloh takes this platform and flips the image, changing typical features of a 4×4 SUV and instead presenting an image as a race car. With stripped interior and simplified exterior features, Project Geländewagen questions what we know as an SUV while keeping the iconic shape of the Mercedes G-Wagen.

Abloh stated that, “My ultimate goal in this project with Mercedes-Benz is inspiring young artists, engineers, designers to question the status quo, in addition to experimenting with my own design abilities”, and “For me it’s all about providing opportunities for those coming after me and giving this next generation a foundation for success, both here with Mercedes-Benz and through my own Virgil Abloh™ “Post-Modern” Scholarship Fund.” Resonating with this idea, a replica of Project Geländewagen will be auctioned off with all proceeds going to a charity that supports international creative communities.

More on Project: Gelandewagen can be found here.

Release video:

BMW Announces New M3 With a Little More Trunk Space

August 13, 2020 – BMW M teased their newest project; a high performance touring car bearing the M3 badge. A touring 5-door variant has previously only been seen in the M5 line, but the team at BMW’s performance division decided that they wanted to do something new. This will be the first ever BMW M3 Touring 5-door wagon model, satisfying the needs of those looking for a high performance racing developed vehicle paired with high functionality.

It will likely be powered by the classic 6-cylinder M TwinPower Turbo engine which should be capable of over 500hp. BMW M also stated that “Further speculation on engine and performance is quite welcome.” They did ensure that several of the iconic exterior M3 features will be present in the new model, like large intake ducts and quad exhaust. Not much visually has been shared other than this obscured rear shot BMW M shared on their Instagram.

The BMW M3 Touring is still in its early testing stages, so it’ll be quite some time before we see any of them on the roads. And unfortunately, if you’re in the US you might not see any on the roads ever. Regardless, M3 fans have been waiting for this for quite some time, and we’re excited to see the full release.

For $141K, the New BMW Alpina XB7 Gets You High-End Luxury Paired With a 600HP Bi-Turbo V8

May 19, 2020 – There’s no doubt that SUVs and crossovers are taking over the US market, so it makes sense that Alpina is bringing their first BMW SAV along in their fall lineup. The BMW Alpina XB7 is a refined combination of high performance and luxury comforts which can be yours for the modest price of $141,300.

Now, yes, that’s a lot of dough for the average Joe, but this SAV has got goodies to spare. The BMW Alpina XB7 comes with a bi-turbocharged 4.4L V8 producing 612 hp and 590 lb-ft of torque. With all that power, the XB7 goes from 0-60 in just 4 seconds. The twin turbos both have 2.1″ turbines to reduce lag and get you up to speed quicker, but Alpina actually limited the top speed to 180mph when equipped with the standard 21″ wheel and performance tire setup. With the custom Alpina Dynamic wheels, you can specify if you want performance summer or all-season runflat tires. The XB7 shares a similar stainless steel exhaust system as the Alpina B7 sedan that lets you control wether or not you want to hear how fast you’re going.

Suspension wise, the balance of performance and comfort is prevalent. The BMW Alpina XB7 features a two-axle air suspension setup with dampers tuned by Alpina to achieve this balance. The air suspension allows up to a 1.6″ change in ride height depending on current speed and performance settings chosen. With the ability to change it’s center of gravity in a moment, the XB7 can be comfortable at low speeds and vicious at highs. Additional suspension parts work to refine the cornering capabilities of this SAV and combat roll like; reinforced torsion struts, dome-bulkhead strut, and electromechanical anti-roll bars.

The interior is what you’d expect from a luxury automotive manufacturer and more. There are 3 rows of high-end Maerino Leather multicontour seating with 2 captains chairs in the second row. Alcantera headliner frames its optional Panorama Sky Lounge LED Roof, which “generates a very special aura when darkness falls, with LED light spreading evenly across the glass surfaces to illuminate more than 15,000 graphic patterns and generate a display reminiscent of a starlit sky.” Fancy is an understatement.

The XB7 exemplifies Alpina’s dedication to luxury and performance.

For more on the BMW Alpina XB7 click here.

Bugatti Didn’t Cut Corners on the 1500 Horsepower Divo

April 27, 2020 – The Bugatti name is widely known for their extremely fast super cars that have broken many land speed records. With the new Bugatti Divo, they aim to show that their speed can come with agility too. Sharing several parts with the Chiron, the Divo differentiates itself by its track-focused composure. And after a development process lasting several years, it is finally ready to be sent out to the lucky few(only 40 units made) who got their hands on one.

The Bugatti Divo’s centerpiece is the carefully and painstakingly tuned chassis. Tests on computer simulations, windy country roads, and raceways like the Nurburgring are what the development team used to tune the Divo’s chassis to a precise degree. Changes in weight reduction by the addition of carbon fiber and replacing some luxuries in the Chiron paired with increased downforce aid in improving the cornering ability.

Additionally, the body’s wild and aggressive design comes with a purpose. Along with the chassis tuning, the aerodynamics of the car were also precisely tuned. Each crease and duct seen on the Divo serves a purpose in increasing downforce or providing heat reduction to specific spots all in the name of lateral acceleration. Despite the focus on the corners, Bugatti still didn’t neglect its power. With a 1500 horsepower engine and 1180lb ft torque, the Divo goes from 0-60 in 2.3 seconds. All of these tweaks added up make the Divo capable of pulling 1.6g in the corners.

The Bugatti Divo is named after French racing legend, Albert Divo, who raced for Bugatti in the 1920s. In his time, Divo brought home several podiums using a lightweight and agile sports car much like the one that now holds his name. The new Bugatti Divo is truly a Bugatti built for the corners. Limited to 40 examples and holding a price tag of over 5 million euros, this car will likely become a hot collectors item as well.

More on the Bugatti Divo here

Is the RG Nathalie’s Methanol-Electric Powertrain the New Future of EV?

March 17, 2020 – Roland Gumpert has come out with a new brainchild that presents yet another alternative power source. Branded as a “super sports car”, the new Roland Gumpert Nathalie is electrically powered by a battery and the interesting and innovative methanol fuel cell. With the use of methanol as a secondary source, the Nathalie has the ability to actively recharge its battery, giving it a 500+ mile range. This also solves the recharging time issue experienced by a lot electric vehicle issues. Refilling the methanol cell only takes 3 minutes, and after that you can hit the road right away.

Here’s a video by RG that explains their technology:

Those with reservations about electric vehicles due to accessibility issues will not be changing their minds with this new innovation, however, as methanol is even harder to find than ev charging stations nowadays. But regardless, this innovation provides enough power to the Nathalie to produce some pretty impressive numbers.

The RG Nathalie is driven by 4 electric motors each taking responsibility for 1 wheel. Yep, thats right – its got 4 wheel drive. The motors produce about 536hp and can push its lightweight (GT-R lookin’) body from 0-60 in less than 2.5 seconds. With a top speed of 190mph, this won’t be breaking any speed records like the Jesko Absolut, but it’s definitely quick.

Though we won’t really know how well it performs on the track, we can speculate that it will be a strong contender and a fun drive. The methanol-electric powertrain is an interesting answer to the woes experienced by current EVs, but due to the limited availability of the fuel source the long term viability is questionable. Only 500 examples of the RG Nathalie will be produced and will have a price tag of $447,699.

More on the RG Nathalie:

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.

The All-New Koenigsegg Jesko Absolut Is a 1600HP Street Legal Beast

March 6, 2020 – The Koenigsegg Jesko Absolut is the brand’s latest addition to their portfolio of extremely quick supercars; and this car is the fastest one ever. Koenigsegg’s mastery of aerodynamics is prevalent in the Jesko boasting extremely low drag coefficients achieved by the striking roofline. The standard Jesko comes with a larger than life wing mounted to the roof and is geared more towards track usage. The Jesko Absolut, on the other hand, has an extended roof and is designed for one thing: speed.

Dual fins jutting out of the roof of the Absolut are a key feature to the body design. Inspired by fighter jets, these fins provide the aerodynamics that make the car slip through the air with minimal drag. Adding to Koenigsegg’s war on drag, the Absoult comes with a set of covered rear wheels. The body is to an insanely low weight, providing the Jesko with a 1:1 power to weight ratio; with passengers and luggage accounted for.

Pushing this fighter jet is a twin turbocharged v8 fitted with a 180 degree crankshaft that can rev to 8500rpm. With e85 fuel, the Jesko produces an insane 1600bhp. The car comes fitted with what they call an LST, which stands for Light Speed Transmission which, true to its name, shifts through all 9 gears with virtually no time between gears.

What do you get when you mix an extremely light, aerodynamically perfected body with a 1600hp twin turbo v8 and lightning fast transmission? You get (most likely) the fastest car ever to roll on the earth. Koenigsegg had no mention of top speed, mentioning only that “time will tell”. We’re eager to see the tests coming in the future…

The i4 Is the New Electric Gran Coupe That Will Take BMW to the Future

March 3, 2020 – BMW unveiled their step into the future with the new Concept I4. The new I4 will be completely electric but is said to maintain the driving ability and luxury that makes it a BMW. On the exterior, this concept is extremely sharp with several body lines leading to the iconic dual grille. BMW has also used this model as an opportunity to show off their new, more modern, identity mark, which will serve as the badge on all future models. This concept focuses on creating a sedan for every day with sports coupe styling. Very sharp indeed.

As with any step into the future, technology will be key. This is prevalent in the new touch Curved Display which is oriented towards the driver. According to BMW, this display is for “those times when the driver chooses to pilot the car themselves.”, which seems like they will have autopilot features much like Teslas, however there was no mention of that technology being added. Drive features will be broken into 3 modes selectable off of the curved screen, which are “Core”, “Sport”, and “Efficient which all effect the way the car will drive. The rest of the interior is actually quite luxurious featuring gold bronze trim all over the dash and steering wheel. There are only 4 seats in there, so you will unfortunately have to say goodbye to the 5th friend in your group.

An interesting feature, and one that is quickly becoming a standard in newer cars, is the addition of automotive sound design, otherwise known as fake engine noise. In the BMW I4, the sound will be designed by none other than the world renowned composer Hanz Zimmer. Yes, the man who brought you the emotional music of your favorite films will now be bringing you emotional sounds from your otherwise soundless electric car. The sounds you will receive will change depending on which of the 3 driving modes you have selected.

Overall, the BMW I4 is a big step for the manufacturer in producing the cars of the future as well as setting up the direction of the new core of the brand.

For Its 110th Birthday, Alfa Romeo Gives the World the Giulia GTA

March 3, 2020 –  Alfa Romeo will reach its 110th birthday in June and is celebrating by dropping a performance driven, F1 inspired model: The Giulia GTA.

No, the GTA does not stand for “Grand Theft Auto”; it’s an acronym standing for “Gran Turismo Alleggerita”. Alleggerita, meaning “lightened”. And lightened it is– with several components being replaced by lightweight carbon fiber such as the driveshaft, hood, roof, front bumper, front wheel arches, and rear wheel arch inserts, the Giulia GTA weighs a whole 220lb less than the standard model. The more extreme model, the GTAm will feature even more carbon fiber components such as a larger front diffuser and a big wing on the back. The GTA will feature a 2.9L V6 Bi-Turbo aluminum engine that will produce 540hp giving it an astounding power to weight ratio.

One interesting feature added is the center lock wheels, which is quite unusual for a sedan, but shows the F1 inspired nature of this model. Additionally, even more components on the car are replaced with lightweight Lexan as seen on many cars on the track. And if that isn’t enough racecar for you, the GTAm model will come with 2 racing seats, 5 point harnesses, and even an integrated roll cage!

Production of the Alfa Romeo Giulia GTA and GTAm are going to be limited to only 500 units. Yep, thats all. And if you’re able to get one, you’ll get a whole experience by Alfa including a sales representative per buyer and several goodies like a Bell helmet featuring a GTA livery, race suit, gloves, and shoes by Alpinestars, and a Goodwool car cover. Alfa will also be offering a performance driving course with every purchase as well.

Alfa Romeo definitely pulled out all the stops to celebrate their 110th birthday with the Giulia GTA. It’s sure to be a valuable collectors item for anyone who is able to get their hands on one.

Volkswagen Announces the MK8 Golf GTI

Feb 27, 2020 – Volkswagen has officially revealed the newest addition to the long line of GTIs focusing on modernization of the platform. This includes assist technology like lane departure and pedestrian monitoring, to newer systems that electronically lock the differential and even communicate with other cars and the traffic infrastructure.

The new MK8 GTI gets a power bump from the MK7 with a 245-hp 2.0-litre turbocharged and direct injection four–cylinder engine producing 273lb-ft torque; and true to form, it comes with a 6 speed manual gearbox. The GTI is joined by 2 other trim options that are said to offer the same power despite their different drivetrains. First is the GTD, which of course stands for diesel. Yes, the infamous Volkswagen turbo diesel engine makes a return for the new generation and will produce 200 hp and 295 lb-ft of torque. The newcomer in the lineup is the GTE which will be brand new for the platform and providing an eco friendly option for those looking for a new hot hatch. The MK8 plug in hybrid features a 150-horsepower 1.4-litre turbocharged engine, a 114-hp (85 kW) electric motor, a 6-speed DSG (DQ400e) and a new lithium-ion battery, all packed into that little egg.

Visually, the MK8 is a little more angry and smug than it’s predecessor. Sharper headlights and tail lights, and a more prominent hood crease give the new GTI quite an aggressive look. Inside that new honeycomb front air dam, optional fog lights are going to be available. And to accompany those lights, there will be accessory LEDs pretty much everywhere. A fresh sporty diffuser and modest roof wing round out the image of this car.

Volkswagen is taking a step to the future with the MK8, but the typical question returns; how will the MK8 GTI compare to its older siblings?

Toyota’s New Supra Lineup Includes Lighter 2.0L 4-Cylinder Engine Option

Feb 18, 2020 – Toyota announced that they will be bringing updates to the new 2021 A90 Supra. Engine wise, the 3.0L turbo engine has been reworked to produce more power and torque on the upper end. Toyota is predicting that the new engine setup will push the 2021 Supra from 0-60 in 3.9 seconds. To the dismay of many old-school heads, the 2021 Supra will retain the 8 speed automatic transmission offered in the original model. (But don’t worry, you can get a new 2020 Corolla with a stick shift.)

The A90 also brings retuned electronic control units like electric power steering, adaptive variable suspension, vehicle stability control, and its active differential. This is paired with upgraded suspension components and bracing to improve chassis rigidity. This is stated to improve stability through quick transitions and compound turns.

The biggest news came from the announcement that a 2.0 liter turbo 4 banger will be joining the lineup. Toyota mentioned that the new 2.0L A90 Supra will serve as an intermediate option for those shopping for a Toyota sports car with the 86 being on the entry level and 3.0L Supra on the premium end. This mirrors the 2 tier option format offered by Toyota in the past Supra models. Apparently, this will bring the cost down a fair bit to encourage buyers that this new Supra won’t be more than you can afford, pal. We’re sure to see a lot more of these flooding shows much like we saw in SEMA Show 2019.

Check out our Supra coverage of SEMA Show 2019 here.

Along with the smaller engine, Toyota touted that the 2.0 Supra will be a whole 200 pounds lighter than the 3.0 model, but still retaining its 50/50 weight distribution. This is done by weight reduction being spread throughout the whole body of the car. Some of these reductions include smaller front brake rotors than the 3.0 and single piston calipers as opposed to 4 piston featured in the premium, standard speaker layout, and good old fashioned manual adjustable seats.

The new 2021 Supra is undoubtedly doubling down on providing the public with an affordable sports car. With a more affordable option, we’re hoping to see more of these on the road and in the hands of enthusiasts who want to build on the platform just like its predecessor.

Slammedenuff SoCal 2020:

Bagged and Bougie

Bringing automotive enthusiasts together is what every great car show and meet is about, and SlammedEnuff has been excelling at this since 2011. SlammedEnuff SOCAL 2020 took place this past Sunday, February 10th, and let’s just say it was spectacular. The show features some of the most insane builds in Southern California, from OEM Plus to Slammed, from Off-Road 240SX to VIP Lexus LS400, and everything in between.

Walking the aisles of SlammedEnuff had us breaking our necks from one build to the next—whether slammed and VIP cars are your cup of tea or not, you can at least admire the true craftsmanship each car displays.

Euro

“It’s like a never ending project for me.”Clair (@r32queen)

This slick VW R32 owned by Clair (@r32queen) and sponsored by Kormodiv will definitely stop you in your tracks. “It’s like a never ending project for me,” says Clair. “There are a set of 3-piece wheels on order. Interior doors soon to be reupholstered with alcantara honey comb pattern.” As if this R32 wasn’t beautiful enough, it is about to get a heck of a lot cooler!

Sometimes you just wonder how people get the perfect fitment, the right amount of low, and a lot of wow factor. This clean purple wrapped Audi S4 flawlessly perfects all of these traits.

This Widebody BMW E92 shows just how cool and crazy some of these cars at SlammedEnuff can get. I mean, who doesn’t love a nice purple wrap with cartoon animals all over.

JDM

The Subaru WRX and WRX STI have been killing it on showroom floors since their release. These Subarus are a prime example of tasteful modifications all around. We talked to Frankie (@Frankie9512, light grey WRX on the left) about the show. “It was a great turnout […] everything was well organized.” There’s nothing worse than an unorganized and chaotic show, so we are thankful to the team at SlammedEnuff for putting on an epic event!

“…future plan for the Evo is to work on making a bit more power and torque.”Madi (@evo.madi)

When it comes to Evos, Madi (@Evo.Madi) knows how to build a show car, and it’s no wonder she won best Mitsubishi at SlammedEnuff! We had a chance to talk to Madi and she told us that her “future plan for the Evo is to work on making a bit more power and torque.” She also has “plans to rewrap the car and go with a new look entirely.”

We love the way this Evo is looking, but can’t wait to see what she has in store for it.  “I made a lot of big moves last year so this year will be more about fine tuning and adding the little details.”

It’s already hard enough to go wrong with an RX7 FD, and even harder with a Rocket Bunny Widebody kit, but then throw some bright Orange into the mix and you’ve created one beautiful machine.

This Lexus RC F sponsored by FlexiShield will have you questioning why you don’t own a Lexus. Although that grille to car ratio is a bit high, this thing is too mean and way clean.

240SX Takeover

No car show is complete without a 240SX overload. There are so many different routes you can go with a 240SX that it’s just so easy to put your own personal touch on one. Just make sure it’s “slammedenuff”.

Talk about going a completely different route, this next 240SX was completely outfitted for off-road use. There’s no doubt that this car is just as much fun in the dirt as it is on the road!

VIP

There was a plethora of VIP builds at SlammedEnuff—nothing beats a Chandelier in the back seat for some added elegance!

We also had a chance to chat with Adam’s Polishes, a familiar name to anyone in the car scene. When asked about how the show went, they said “The show was awesome. Great variety of cars and high quality builds. We hope SlammedEnuff comes back to Socal soon!” We definitely agree with the show coming back next year.

All in all, this event was one for the books. SlammedEnuff Socal 2020 brought out some of the most amazing cars in the area, and everyone from spectators, to vendors, to participants enjoyed every second.

A Whole Lotta Supra:
The SEMA Edition

The new Toyota MKV Supra is a BMW Z4 with a different body.

If you walked the miles of aisles at the recent SEMA Show in Las Vegas, you couldn’t help but notice the number of Toyota MKV Supra builds littering the show floor. Not only were they in the Toyota corporate display but they were in numerous booths of aftermarket speed merchants from Milestar to Yokohama.

Now, not a lot of people know this beyond the cognoscenti—the most serious enthusiasts—but the new Gen 5 Toyota GR Supra is really a BMW G29 Z4 wearing a Japanese suit. Indeed, the two cars are assembled side by side in Graz, Austria, by Magna Steyr.

It’s been more than two decades since the last Supra was available and this version was apparently seven years in the making. That said, we had a taste of what was coming when the concept FT-1 first appeared at the Detroit Auto Show back in 2014. McLaren F1 designer Peter Stevens said, “The front nose is silly, but it does the upper window line to top of screen better than I have seen before and has sensuous surface through the door.”

So, if the MKV Supra which is a real, iconic enthusiast’s car, is a re-dressed BMW, how do those enthusiasts feel about that? StateofSpeed.com spoke to racer Stephen Papadakis about it. PapadakisRacing.com, is, of course, the winningest team in Formula Drift and earlier this year Steph’ attacked the in-line Bavarian B58 six in search of the magic 1,000 horsepower asking the question, “Is this a worthy successor to the 2JZ Toyota engine? Time will tell but so far, I’m pretty impressed.” Stephen actually reprised this build live at the SEMA Show.

The aluminum block evidences racing heritage with a deep skirt, a built-in cast aluminum windage tray and a forged steel crank. Meanwhile, everything is modular and/or integrated. The plastic intake contains an integrated water-to-air intercooler. There’s direct coil-on-plug ignition and there is also an oil-to-water heat exchanger that uses radiator coolant to control the oil temp. Unusually, the engine has no dip stick and no traditional timing marks.

The biggest structural difference from most common engines is that the chain driven DOHC cam timing assembly is on the back of the block rather than the front. Other differences appear in the four-valve head that has motor-driven variable inlet cam timing and direct fuel injection into the combustion chamber. The head also contains an integrated six-into-two exhaust manifold.

“Is [the B58 engine] a worthy successor to the 2JZ Toyota [Supra] engine? Time will tell but so far, I’m pretty impressed.”Stephen Papadakis, PapadakisRacing.com

In his target-1,000 rebuild Steph’ used the stock crank and bearings but installed custom chrome moly Carrillo rods fitted with forged and coated 11:1 JE pistons with stock rings. Major work came in the cylinder head that was ported and flowed and fitted with valves, springs, retainers and keepers from SupertechPerformance.com. The head is secured by custom made ARP head studs. The gasket, however, is stock.

Two things Steph’ did ditch was the direct injection that will be changed out for six 2,000 cc port fuel injectors, one for each cylinder, and the motor-driven viable inlet cam timing that will be disabled and set to max. He also junked the Supra’s stock plastic intake and went for a 3D printed aluminum intake by Mountune, however, the stock throttle body was retained.

The other big change was to dump the stock Supra turbo, replacing it with a much larger Borg Warner EFR 9282 turbo fitted with a Full-Race.com turbo header and dual wastegates.

In stock configuration, the MKV Supra is good for 335 bhp and 369 lb-ft of torque as is the Beemer. Sixty mph comes in just 4.1 seconds and it tops out at a reasonable but electronically-limited 155 mph. Papadakis’ modifications unfortunately remain unresolved because the factory computer is not able to be re-programmed to work with his ‘old school’ modifications. Steph’ said, “The B58 is a really good engine but until we can go out there and make the power there is work to do with the fuel system and the ECM.”

The styling of the MKV Supra is soft and organic through the sides but very aggressive in the front and rear facias that are perhaps a little busy but then it is a Supra. Aftermarket body kits and wings can make it more so. One of the car’s distinctive features is the ‘double bubble’ roof that references the signature of the Italian styling house Zagato.

Ingress to the MKV Supra necessitates ducking your head but once in the seat the double bubble top affords good headroom. According to several reviewers, the interior looks like that of a BMW but now that we know it is a BMW perhaps that is to be expected. Soft -touch materials and BMW features, design cues and details give the interior a premium feel. However, one design feature that some find uncomfortable are the twin cup holders aft of the eight-speed shift lever. If you use them, the cups get in the way of your elbow. I don’t have an answer for this other than not to use them but then why are they there if you can’t use them? Another issue is the lack of trunk space and spare tire?

Overall, the Supra interior is snug, and I just don’t see two-meter tall (6ft 5in) Jeremy Clarkson having much room for him, his ego and a camera man.

So, when all is said and done, how do we feel about the new BMW Supra. My guess is it’s a bit of a compromise. It’s not a Beemer and it’s certainly not a Toyota but, it’s a great sport coupe that is going to please lots of enthusiasts even if it rolls off the floor at around $50K or more.

SEMA 2019: Impressions

SEMA 2019 is here and bringing the all-around automotive goodness we’ve come to expect. We don’t know if you’ve heard, but there were a lot of new A90 Toyota Supras out there. Despite this year being called “The Year of the Supra”, the show had an abundance of other fantastic builds that deserve some love.

Here are some of our Supra-free highlights from SEMA 2019.

IMPORTS

This Datsun 240z has a completely carbon fiber body and is powered by 5.3L Chevy V8 out of a Silverado. This truck powered beast is owned and raced by Shawn Bassett and is built to tear up the track at any time attack.

MUSCLE

Check out this ’72 Riviera by Gas Monkey Garage of Discovery Channel’s Fast n’ Loud. It’s powered by a Katech LT4 and boosted with a Magnuson Supercharger.

Koni showed off their heritage with a Shelby GT350 at their booth sporting the shocks they developed for the original release in the 60s.

OFFROAD

Milestar Tires displayed their newly released UTV/Side-by-Side specific Patagonia SXT tire.

CLASSICS/HOT RODS

The AMC Gremlin was once classified as one of the ugliest cars ever made, but that title definitely doesn’t fit this one. This custom Gremlin hot rod is built by Jacob Griffin and proves that these ugly little cars do have some potential.

EURO/EXOTICS

Eibach collaborated with Hot Wheels to present this clean BMW 2002 along with its miniature version at their booth. Some lucky attendants even got to take home their own Eibach x Hotwheels collectible 2002.

Green With Envy: The Rebellion Forge Racing BMW E30

Rebellion Forge Racing’s “Live to Offend” BMW E30

While SEMA 2019 may seem like A90 Supra overload, builds like the Rebellion Forge Racing BMW E30 at the Meguiar’s Booth are a breath of fresh air. The RFR E30 has all bases covered, with beautifully exposed custom engine fabrication work, an over-the-top racing-style interior, and a clean and tasteful widebody exterior.

The build features the infamous E30 aftermarket widebody kit by Khyzyl Saleem and Eric Penelow’s Live to Offend, which debuted on another amazing E30 build at last year’s SEMA (Khyzyl’s design skills can be found on another SEMA build, B is for Build’s LS-engine swapped Huracan). The green exterior is topped off with a carbon fiber splitter, black custom Rotiform wheels, and an aggressive diffuser. The overall aesthetic hints at the Bōsōzoku style (especially with the banners and license plate) combined with aggressive aero and the bolted-on widebody look. While some of us at State of Speed feel a proper wing could finish the aero on this particular E30, sometimes less is more.

The interior has what you would expect from a SEMA build, with a focus on the fine details. Completely gutted out, the interior is covered rather than leaving the metal exposed. A race-ready roll cage and window vents have been installed. Lastly, the steering wheel, racing seats, and racing harnesses from Sabelt finish the inside.

Rebellion Forge Racing’s Kyle Ray, a SEMA Young Gun finalist, played a big role in this build, and it’s amazing considering he’s only under 27 (the fab work in this LS-swapped engine bay alone is something to be proud of). We’re definitely looking forward to more future builds featuring his talent. What do you guys think of this E30 build?

Goodwood Festival of Speed 2019

Often copied but never duplicated, The Goodwood Festival of Speed (FOS) is perhaps one of the most amazing events on the motorsports calendar. This year the FOS celebrated its 26^th anniversary and StateofSpeed.com was there for the party.

“The Festival is a fantastic event that I always enjoy but running up the hill in the rain is a definite challenge.”Duncan Pittaway, driver The Beast of Turin

The Festival occurs every summer on the grounds of The Duke of Richmond’s ancestral home, Goodwood House, Chichester, West Sussex, 100 miles south west of London, England. The event is centered around a timed hill climb up the Duke’s 1.16-mile drive. The long-standing record for the run was 41.6 seconds set in 1999 by Nick Heidfeld driving a McLaren MP4/13 Formula One car. His average speed was 100.385 mph. Nick’s record for an F1 car remains unbroken as they no longer allow F1 cars timed runs for safety reasons, however, this year Nick’s 20-year-old record was broken by Romain Dumas driving the all-electric VW I.D. R with a time of 39.9 seconds. Dumas might have gone faster on the Sunday but rain prevented a faster run.

The hill climb, which is by invitation only, sees an eclectic field of racecars. We went as a guest of Brit Duncan Pittaway, who muscles the amazing, fire belching “Beast of Turin” up the hill. Built originally in 1911, the 28.5-Liter Fiat ran 132 mph in 1913. Duncan, who recently drove the Beast through the streets of London, restored the car (that’s a book in itself), and drives it with gusto and even ran up the hill in the Sunday rain which sidelined most competitors saying, “The Festival is a fantastic event that I always enjoy but running up the hill in the rain is a definite challenge.”

“[Driverless cars] would be like climbing Mount Everest using virtual reality—who cares.”

Unlike most big-time events, the FOS pits are open to everybody and you can walk around, get up-close-and-personal with the cars and talk to the mechanics, owners and drivers: I bumped into a wide range of drivers from three-time F1 Grand Prix Champion Sir Jackie Stewart to NASCAR star “King Richard” Petty. Others in attendance included Pink Floyd drummer Nick Mason and his 1962 Ferrari 250 GTO, now valued at an estimated $85 million.

This year, the FOS celebrated more than 40 categories of Motorsports from Early Speed Record setters through Brickyard Heroes of Indy, to the Giants of Rallying both past Group B cars to the Giants of Modern Rallying. There were also special celebrations of Aston Martin, that made its Goodwood debut in 1949, Bentley, March Engineering, Mercedes’ 125 years of motorsport, Porsche 917, and Michael Schumacher. Indeed, there are so many and so much to see it makes your head hurt.

Besides all the historic gas guzzlers, there’s an obvious and growing technological shift toward electric and even autonomous cars with no drivers. Call me old fashioned, but driverless cars to me means slot car racing and while skill is involved, I just wonder if removing the driver removes the point. It would be like climbing Mount Everest using virtual reality—who cares.

That said, as mentioned earlier, this year’s fastest time was set by the Volkswagen I.D. R electric car that recently won Pikes Peak. Driver Romain Dumas scorched up the driveway in 39.9 seconds during the Saturday practice. Rumor had it that he would have killed it on Sunday had rain not prevented it. It’s also a sign of the times that the fields of Goodwood were littered with supercars. Everywhere you looked there were lines of Lambos, Ferraris, Aston Martins and McLarens, et al. Time was they were a rarity on British roads but no longer.

The FOS’s accessibility to the cars and the drivers, particularly if you are a Formula One fan is amazing in this day and age of restricted access. You can get within a few inches of the cars, check them out, hear them run and meet and greet the mechanics and the drivers. I don’t know of anywhere else you can do that in such a casual atmosphere.

Besides the summer FOS, Goodwood hosts the fall Revival, this year scheduled for the weekend of September 13-15. The Revival is held on the old Goodwood Grand Prix circuit that is also on the Duke’s estate that was an airfield during World War II. The Revival features historic circuit racing with everybody in period dress. Like the Festival, it’s a fantastic event to add to your bucket list. For more info visit Goodwood.com

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.

The 24 Hours Du Le Mans

Toyota Wins The Ultimate Sports Car Endurance Race

We Americans and Brits have a huge affinity with Le Mans, a small town three hours south west of Paris, France, down the Loire Valley that is the home of the annual 24 Heures (Hours) Du Le Mans sports car endurance race. I’ve been going on and off for more than 30 years, sometimes on the spectator side of the fence but more often on the other side with teams such as Richard Lloyd Racing, Panoz, Jaguar and McLaren. Any big international race is a buzz but there’s something quite special about Le Mans.

The race was started in 1923 by the Automobile Club de l’Ouest (of the West) and remains the world’s oldest active endurance race that is part private circuit and part public street course, that aside from a few safety-related alterations, has remained much the same since its inauguration. Indeed, you can drive down the Mulsanne straight on a normal, non-race day. Mulsanne is also known in French as Hunaudières, where it was quite incredible to have breakfast while cars were shrieking by at well over 200 mph. Unfortunately, modern safety requirements have sadly put an end to that experience. Nevertheless, Le Mans remains way up there on the list of amazing auto races.

Because of their sports car history, the Brits were early participants and the Americans weren’t far behind with a Stutz and a Du Pont in 1929. However, it was in 1950 when Cadillac first raced ‘Le Monstre’ there with Briggs Cunningham running a two-car team. Despite 10^th and 11^th place finishes, the Cads were well received. The press congratulating the Americans for their “skill, sportsmanship and dauntless good humor.”

Unfortunately, in 1955 a terrible accident resulted in the deaths of 84 people, including one driver, and injuring almost 200. As a result, Mercedes retired from the race. There followed an international ban on racing, and in the US, the AAA disbanded their Contest Board and more or less banned racing—for a few years at least.

“I think I must have counted every single shift that I did for the last two or three hours of the race.“Jim Busby

After a suitable period of mourning, racing resumed and in the mid-sixties Ford famously went after Ferrari and famously smoked them with their first overall win in 1966. Ford won three more times and the memorable 1-2-3 win came in 1968.

The other big Le Mans story was Steve McQueen’s seminal movie Le Mans filmed during the 1970 race and released the following year. The movie cost $7.6 million and took in a paultry $5.5. It’s not a great movie as movies go but it is for a car nut and gives a realistic insight into endurance racing. Try to imagine driving flat out in the dark and the rain hour after hour.

Of course, no matter what side of the fence you have been on, everybody has different memories of the race. For example, I recently interviewed Jim Busby who raced there many times and won five times. Jim has very different memories, for example, driving the night shift in pouring rain as the sun came up. He’s barreling down the Mulsanne straight at more than 200 mph. He couldn’t see for fog, well, he thought it was fog. “As, I got into it I could smell bacon and eggs.” Said Jim. “What I thought was fog was actually smoke from all the camp fires and stoves lit by the spectators cooking breakfast. The smell made me hungry and drove me nuts as we still had about eight hours to go.”

Jim also talked about a failing gearbox saying, “Coming down the Mulsanne, I’m thinking to myself, I’ve got two downshifts here, shall I make ’em both? Or shall I skip a gear and save the synchromesh. I think I must have counted every single shift that I did for the last two or three hours of the race.” I guess that’s why Le Mans is the ultimate endurance race.

This year’s event was exciting as ever with factory teams pitted against privateers, Chevy versus Ford versus Ferrari and adramatic, unexpected finale. For hours it looked like the Toyota Gazoo LMP1 team of Brit Mike Conway, Kamui Kobyashi of Japan and Argentina’s Jose Maria Lopez driving the #7 car were going to take the trophy after leading for most of the race in their TS050 hybrid. Unfortunately, they suffered a puncture an hour before the end and pitted for a tire change. As sod’s law would have it, the wrong tire was installed and they had to pit again to change it, which caused them to drop back to second behind their teammates. As a consequence of this mishap, the Toyota #8 team of two-time Formula One champion Fernando Alonso, Japanese driver Kazuki Nakajima and Sebastian Buemi of Switzerland took the win. It was 37-year-old Alonso’s second win and rumor has it that that mishap was organized so that Alonso’s team won. Third place went to Mikhail Aleshin, Stoffel Vandoorne and Vitaly Petrov driving the BR Engineering BR1-AER.

Over in the LMGTE Am class (Grand Touring Endurance Amateur), Ford took its second GT win with the #85 Keating Motorsports team of Jeroen Bleekemolen, Texas car dealer Ben Keating and Brazilian Felipe Fraga. Although they were given a penalty for peeling out in the pits, they stormed on to beat the #56 Porsche 911 RSR of Team Project 1 and the #84 Ferrari 488 GTE of JMW Motorsport that came in third. Unfortunately, the two Corvettes, #63 and #64 running in GTE Pro, despite putting on a strong effort for its 20^th continuous entry, fell behind due to a crash for #64 and a late-race spin and crash for #63 that resulted in some suspension damage.

“Racing needs an uplifting feel good story… “John Hotchkis Jr.

Unfortunately, the Ford entry was disqualified post-race for breaking a minimum refueling time limit and for having a 96.1-liter tank rather than the regulation 96-liter tank. Those infractions gave the win to the #56 Porsche. Now, you might be of the opinion that a mere 0.1 of a liter of extra fuel is nothing to quibble about but multiply that by multiple refuelings and you have a distinct advantage over the competition. It just goes to show that you need to be at the very top of your game if you want to win Le Mans.

John Hotchkis Jr., of Hotchkis Sport Suspension, who supplied most of the photographs used here, raced under the Wynn’s banner with his father at Le Mans in 1989.   His father and Bob Kirby brought Wynn’s to Le Mans in 1977.  Hotchkis Jr said, “I designed the Wynn’s livery that caught current Wynn’s driver/team owner Ben Keating’s attention when I was at Art Center College in 1986 and it ​was first used on the IMSA Hotchkis Racing Porsche 962 in 1987. We ran with Wynn’s sponsorship at Le Mans five times until 1989. This is the first time Wynn’s has been back to Le Mans in 30 years and the ultimate result was a real downer.Racing needs an uplifting feel good story, especially with the controversial overall result, and that finish was good story.”

As usual, more than 250,000 spectators turned out for the 87^th running of Le Mans and, as usual, it didn’t disappoint. Indeed, as is viewed as the “Burning Man’ of motorsports. For more info on Le Mans visit www.europeanlemansseries.com

Luftgekühlt 6

There’s something about being a gearhead that seems to inspire a tribal instinct—a desire to seek out and commune with people sharing a similar interest. You see it in the eternal Ford versus Chevy rivalry, in the tuner car community where brand loyalty is as strong as family ties, and in the endless debates about what kind of racing is “the best,” from Formula One down to grudge night at the local outlaw eighth-mile dragstrip.

But when it comes to distilled essence of enthusiasm, it’s hard to find the equal of the air-cooled Porsche community. There are other marques that are more prestigious, perhaps—certainly Ferrari can lay claim to a racing history that rivals Porsche, and Lamborghini cars of the same era had a rarity and exoticness that put them in a different category altogether—but the cars from Stuttgart have always had a unique blend of racing success, outstanding performance, exceptional engineering, and most importantly, accessibility to those with big aspirations but relatively modest means.

What all that fancy language boils down to is that Porsche enthusiasts are a different breed, and it’s no surprise that their foremost annual gathering is something entirely unlike any “car show” you’ve probably ever attended.

“Luftgekühlt” literally translates to “air-cooled,” but American ears will hear that final syllable as “cult,” and honestly, that’s not all that inappropriate. To attend Luftgekühlt is to enter a secret society devoted to the veneration of the cars that made Porsche legendary.

Put together by racer-entrepreneurs Patrick Long and Howie Idelson, Luftgekühlt has taken many forms in its five past iterations, with three meets in eclectic SoCal locations (including one in a Los Angeles lumber yard), one in Munich, and one in London.

For Luftgekühlt 6, the Universal Studios backlot was turned into a 1:1 scale diorama to display more than 350 Porsches in a variety of settings, from the wild west to the streets of New York and even the Hill Valley courthouse square from Back to the Future.

Even the signage on the storefronts was changed to match the Porsche theme, helping to provide an immersive environment to properly appreciate the cars on display.

Cars weren’t parked quite so much as they were curated, placed in settings appropriate to their history and significance in the air-cooled boxer universe. Even the signage on the storefronts was changed to match the Porsche theme, helping to provide an immersive environment to properly appreciate the cars on display.

If you’re wondering how those cars ended up as part of this year’s event, the selection process for the opportunity to display your car at Luftgekühlt is exclusive, without being elitist—as the number of applicants greatly exceeds the space available, it comes down to how interesting your Porsche is.

Of course, cars with racing provenance, rare variations, and pristine examples of both street and competition models are well-represented, but what you come to realize is that every car you see has a story, and even the most humble air-cooled Porsche with the right soul can find a place in the spotlight.

Those fortunate enough to score a golden ticket to attend Luftgekühlt 6 as a spectator would be treated to an up-close look at Porsches as disparate as 917 racers in open-cockpit 917/10 Can-Am and 917K Le Mans variations, 911-pattern cars set up for every form of club and professional racing from GT to rally, and even an assortment of 914s, which were long considered the “ugly duckling” of the air-cooled Porsche family but have earned a new appreciation among collectors in recent years for their inherent good qualities as both competition cars and daily drivers.

There was also no shortage of truly exotic Porsches—as you would expect, the ultimate expression of the 911 design family, the 959 supercar, was represented at Luftgekühlt 6, but the most offbeat Porsche might have been the P312 “orchard tractor.”

Powered by a 24-horsepower 1.8 liter engine (air-cooled, of course), the P312’s most distinguishing feature is its streamlined bodywork, reminiscent of the “airflow” cars and trains of the 1920s and ’30s.

It wouldn’t be surprising if they ended up on the deck of an aircraft carrier, on the roof of a skyscraper in Dubai, or even aboard a purpose-built space station in low-earth orbit.

Porsche actually built a number of different tractors in the mid-20th century, primarily diesel-powered, but the gas-engined 312 was a specialized model with a few hundred constructed for the Brazilian coffee plantation market. The idea behind the swoopy sheetmetal wasn’t to reduce wind resistance; instead, it was designed to slip between trees without damaging delicate branches or fruit.

Luftgekühlt has taken a lot of different forms in a relatively short history, and this year’s gathering was certainly no exception to the eclectic settings seen in the first five. It’s hard to imagine how Long and Idelson will top the make-believe world of the Universal Studios backlot for Luftgekühlt 7 though.

It wouldn’t be surprising if they ended up on the deck of an aircraft carrier, on the roof of a skyscraper in Dubai, or even aboard a purpose-built space station in low-earth orbit. Wherever it ends up, though, you know that it will be an event air-cooled Porsche fans simply cannot miss.

Bruce Canepa’s Top 10

Scotts Valley is a small city of 11,000 people six miles north of Santa Cruz, California, and to the south of what is now known as Silicon Valley. Of course, that term was barely in general use when Bruce Canepa opened his first business in 1982.

Bruce’s family owned a Ford dealership in the beach/college town of Santa Cruz where he learned all things mechanical and cut his driving teeth on a Model A Ford circa 1963. He began racing as soon as he was able driving quarter midgets and Go-Karts before progressing to super modifieds and sprint cars.

Bruce tried it all and excelled at most and was awarded consecutive “Rookie of the Year” and “Most Improved Driver” in three different race categories: Sportsman, Modified, and Sprint Cars.

In 1978, Bruce moved into racing sports cars in both the IMSA and Trans-Am series and in 1979 formed his own team to campaign a Porsche 934 at the grueling Daytona 24 hour sports car race. Teamed with Rick Mears and Monte Shelton, they finished an incredible third overall.

The Porsche factory was so impressed by the privateering effort, they provided him a brand new 935 for the rest of that season thus cementing Bruce’s continuing passion and loyalty to the brand.

He tried it all and excelled at most…

In 1980 and ’81, Bruce returned to Daytona with Gianpiero Moretti in the famous MOMO team Porsche 935. They also raced at Mid Ohio and Riverside. Bruce tried his hand at the Pikes Peak International Hill Climb with his own design twin-turbo-powered open wheeler—he qualified first and finished an amazing second overall.

The following year, Bruce was back at Daytona teamed with Bobby Rahal and Jim Trueman in the very first March GTP “Ground Effects” Prototype. He also opened Bruce Canepa Motorcars handling Audi, BMW, Lamborghini, Maserati and of course, Porsche automobiles.

Bruce has always been good at seeing a niche in the market and in ’82 he opened Canepa Design. The following year he began redesigning Kenworth big rigs that led, in 1985, to his purchase of Concept Transporters. That year he also drove the Eletrodyne Lola T600 at the Riverside 6 Hours.

With Group B rallying dominating the European racing scene in the mid-eighties, Porsche introduced the phenomenal 959 in 1986. It was quickly and rightly regarded as the ultimate sports car, however, the car was not legal to import into the U.S.

Enamored of the 959, Bruce and perhaps even Microsoft’s Bill Gates worked at enabling the car to be legally imported. Meanwhile, the American scene was all about SUVs and Chevy/GMC trucks and Canepa subsequently built more than 1,500 custom vehicles to Bruce’s design.

After ten years of working on the legalization of the 959, Bruce was finally able to deliver the first Canepa 959 in 2000 and the first California-compliant version in 2003. Despite all this work, Bruce continued to race and returned to Colorado’s Pikes Peak setting the course record for tandem-axle big rigs in 2000, 2001, and in 2002 he crossed the line in 13:57.800—a record that still stands on the 156-turn, 12.42-mile mountain course.

Racing oil runs in his veins and his current ride of choice is a McLaren P1 GTR.

Bruce Canepa moved into his current 70,000 sq. ft. Scotts Valley facility in 2006 and for any petrolhead, it’s Nirvana and showcases some of the raddest cars in Petroldom. There is so much to see that we asked Bruce to choose his Top 10 from all the cars on display and they are presented here: everything from the famed So-Cal Speed Shop Coupe that ran both at Bonneville and the drags in the very early fifties to the Porsche 917/10 of 1972 and the 1985 Rothmans Porsche 962C. It’s an amazing to-die-for, must-see collection.

Canepa is not just a showroom though, or even a museum, its also houses one of the world’s most respected restoration shops that not only meticulously restores historic racecars but also offers setup and race support, meanwhile, Bruce still does all the final testing. Well, he would wouldn’t he?  Racing oil runs in Bruce’s veins and his current ride of choice is a McLaren P1 GTR.

Pebble Beach, on the Green

My first ever trip to the Pebble Beach Historic Concours d’Elegance was a stressful roller coaster ride. We had a car “on the green.” We had all the right tickets. We had a friend with a place on the beach. What more could a car guy ask for?

Unfortunately, my boss called to say that the truck driver delivering our car had hydraulicked the motor trying to start it and that I needed to go fix it. Wait. Wait. I’m just the oily rag. I don’t know how to fix things.

Needless to say, with the help of the friend with the beach house we pulled the plugs, turned the engine with a big long screwdriver, and found out that it was just full of fuel and not seized. We went on to come second in our class but it was a stressful weekend.

Wait. Wait. I’m just the oily rag. I don’t know how to fix things.

The first Pebble Beach was held in 1950 in conjunction with the Pebble Beach Road Race. Phil Hill won the race driving a Jaguar XK120 and Best of Show went to a 1950 Edwards R-26 Special Sport Roadster owned by its creator Sterling Edwards.

The show was such a success it was repeated the following year and has grown over the ensuing 68 years to become the most prestigious event on the world Concours calendar.

Because of its stature, because of its location, and because the beautiful weather of Pebble Beach has attracted the cognoscenti like moths, Pebble Beach is now a week-long event called the Monterey Car Week. Although there are other events, the week really kicks off with Gordon McCall’s “Hanger Party” at the Monterey Jet Center. It’s the VIP cocktail party to end all cocktail parties.

It’s the VIP cocktail party to end all cocktail parties.

Then there’s the Rolex Monterey Motorsports Reunion at the WeatherTech Raceway Laguna Seca, auctions and car shows such as the Concorso Italiano, the Japanese Automotive Invitational, the Concours D’Lemons, and the Barnyard Ferrari Event. It’s a merry-go-round of cars, chrome, and champagne.

This past year, we were intimately involved because our good friend Mick Jenkins of Mick’s Paint, Pomona, CA, had painted a rare, Atcherley-bodied Alfa Romeo that was in contention.

It’s a merry-go-round of cars, chrome, and champagne.

Atcherley, actually William Clive Atcherley, was an English coachbuilder who fabricated bodies on Brough Superior and Alfa Romeo chassis. This 1928 example—the only-surviving Atcherley Alfa Romeo—recently surfaced in Switzerland and found its way to California to be restored by Fast Cars Ltd. in Redondo Beach, CA.

Mick and the guys at Fast Cars have collaborated before on some rare Alfas but this project was special because it was being restored, but not over-restored, for the Atcherley family.

It was their name on the grille and everybody wanted it to do well. Against some heavy competition, the Atcherley Alfa came 2^nd in Class J4 Italian Classic. In fact, it was runner up in its class to the Best of Show winner, Dave and Ginny Sydorick’s 1937 Alfa Romeo 8C 2900B, some seriously strong competition.

Thankfully, we ended another fantastic Monterey Car Week on a high note but be warned, while it should be on every car nut’s bucket list it can be a very expensive week with rooms hard to find and hotels and event prices off the scale.

For a fairly complete guide to the 2019 Monterey Car Week go to: seemonterey.com/events/sporting/concours/

For more specific Pebble Beach Concours information go to: pebblebeachconcours.net