ZF Clubsport

Quattro GmbH by ZF Clubsport

2011-08-10T19:33:00.001-04:00

Here at ZF Clubsport, change is almost a constant, particularly within the last several months. Some things need to stay the same, such as quality, customer service, competence, and professionalism. However, our future is shifting, which means our present surroundings also need to evolve. This new venture is one that has been in development for some time, and it is one we do not take lightly.

We feel that Audi has, in recent years, taken the torch from the rest of the automotive world in terms of design, powertrains, engineering, luxury, style, and motorsport and blended those elements into an amazing lineup of high-performance cars. Over the years, we have worked on or provided parts and support for a great many amazing vehicles, of all descriptions and nationalities. It's time we focus on a singular path, that of the Audi S and RS models.

Of course, we will still serve our past and existing clients with their current needs. They remain a top priority for us, but going forward we will strive to bring to market the rarest and most desirable parts for high-performance Audis. Thanks to all of you as always for your amazing and humbling support, and we look forward to serving you in newer and ever-improving ways in the future.

~ ZF Clubsport

Photos by Johan @ WSTO

IND Distribution Part IV: The Midas Touch

2011-07-16T12:51:00.005-04:00

How does one quantify the impact a company like iND has made on the industry? Perhaps even the aftermarket industry itself is uncomprehending. The future is upon us, and too many living in the past are unaware, blinding themselves to the level of mastery that businesses like iND are bringing to the table. What they do not realize is that iND is the wave of the future, and clients will migrate away from those Doing It Wrong.

One of the most successful partnerships iND has forged is with Norway-founded ESS Tuning and its phenomenal BMW superchargers. Taking a step further, they offer a stunning array of custom paintwork on the ESS supercharger manifold, complete with fully-enclosed service to and from anywhere in the continental United States. A great part of their recent work has included the addition of an ESS supercharger, installed on anything from a very discreet, subtle "sleeper" car to several ground-up Portfolio Projects.

To bring our series to a close, we wrap up the featured projects and finish off with a look at some additional artwork. We have truly enjoyed this in-depth look at a game-changing company, even though the brief previews here can hardly do the finished product real justice. It goes without saying that if iND were ever to contact us with a job offer of any description, we would abandon our possessions and drive to Chicago without hesitation. On rare occasions, the world is privy to a business that has the Midas Touch, and Industry Distribution exemplifies that today.

The future is now.

Audi R8 by iND

Icing On The Cake

Rebuilding History: The E30 M3

Girl Talk Returns

More Artwork By iND

And finally . . . an astounding 1M creation rendered by Jon Sibal and built in collaboration with iND and several partners:

Industry Distribution. Masters of Doing It Right.

iND can be seen at their website or on their blog, or by emailing info@ind-distribution.com

IND Distribution Part III: The Benchmark Of Excellence

2011-06-08T12:42:00.002-04:00

Far too many aftermarket businesses have no grasp whatsoever of how to impact their audience through marketing. A great number display poor-quality photographs that do little to highlight the actual work being performed, and most have disappointingly little in the way of accompanying description. Little wonder that they flounder while others flourish. IND Distribution, however, has taken this approach and, as with every other facet of their operation, elevated it to an art form.

The write-ups and heartfelt stories that introduce each project and client are truly an inspiration. When reading through the paragraphs, you get a real sense of the soul and passion put into the masterpiece about to be unveiled. In a day and age when typical tuner threads begin with nothing more than a haphazard parts list, such literacy and transparency is simply a breath of fresh air.

We begin our third segment with a stunning trip to India! As always, project titles are clickable links leading to complete writeups and many more pictures.

Street Weapon: Creating India's Fastest GT-R

Reinventing Brilliant White

Red Death Revisited

Ultimate Sleeper

A 1200hp Winter

Martin M3 Portfolio Project

Bro Power

Beyond OEM

Stay Classy

Industry Distribution. Masters of Doing It Right.

iND can be seen at their website or on their blog, or by emailing info@ind-distribution.com

IND Distribution Part II: Doing It Right

2011-06-01T21:33:00.003-04:00

Automotive paintwork is arguably one of the most difficult concepts to completely master. Too often defects, however minor, mar the surface of what could have been a masterpiece. Orange peel can occur, or layering faults present themselves. With Industry Distribution, however, those hurdles have been expertly circumvented. Their projects, often involving an extremely professional level of precision, never fails to impress, whether it be a complete bodyshell respray or their trademark engine and supercharger manifold accents. Add in the ability to color-match exterior and interior trim pieces in a very striking fashion, and you have nothing but win.

Continuing where Part I left off, M3 owner Shade brought his Nissan GT-R in for an Eisenmann exhaust, proving that iND is just as prolific and competent with Japanese models as anything they touch. As before, all project titles are clickable links.

Shade's GT-R

KKSigua Returns

One Of A Kind - Atlantis Blue M3 Sedan

Green Hell

Changing The Standard

Burn The Clock - Atlantis Blue M3 Coupe

Industry Distribution. Masters of Doing It Right.

iND can be seen at their website or on their blog, or by emailing info@ind-distribution.com

IND Distribution Part I: An In-Depth Profile

2011-05-27T11:56:00.004-04:00

Everywhere you look, you can see other car owners and drivers Doing It Wrong. Especially in this day and age of cheap taste and tactless style, it is very difficult to find a shop or an individual that Does It Right every now and then. Imagine, then, the astonishment at finding a company that Does It Right -- every single time. Chicago-based Industry Distribution (iND) not only meets those standards, but exceeds them on a daily basis, shooting so far ahead of the curve that the rest of the world appears to be stuck in reverse.

You would first think that there must be a West-Coast-style arrogance or worse, "custom-gangsta" visual to their work, but none of that is the case. The only pride is that of a job well done, and while they do indeed perform custom work, it is that of the highest quality and taste. In fact, those two traits go a long way in describing iND -- utmost quality and discerning taste. Every project they undertake is garnered with the care one would lavish on their own personal car, and the finished product is the very definition of impeccable workmanship. Modifications and parts fitted are carefully selected to maintain a central theme, and highlights are understated but extremely attractive.

One of the most noticeable facets of iND, and one that aids greatly in their perception of excellence, is the magazine-quality photographs that accompany every step they take. Indeed, most magazines could only dream of the level of art attained in an iND photoshoot, just as most other shops could only dream of the level of customer service and expertise they deliver. They are masters of their craft, which consists mostly of the new BMW M3, along with a few other top BMW models. The sheer thought process, creativity, and execution -- often within severe time constraints -- must be seen to be believed. In the last few years, iND has become particularly well-known for their Portfolio Projects, which involve highly in-depth work such as complex paintwork, carbon fiber body panels, and engine or interior removal and replacement.

Not too many distribution companies invest much time or interest in the products they carry, but iND again transcends tradition and trends by consistently involving their partners and visiting their facilities. Not only do they work hand-in-hand with many nearby businesses such as Fall Line Motorsports, they traveled to Germany to tour the factory at Eisenmann, for whom they are the North American exclusive distributor, in addition to the other numerous products and rare pieces they source.

What follows is a three-part chronological showcase of the various iND creations since 2008 (all project titles are clickable links with full writeup and photos). We start in the spring of that year, where the flowers are blooming, birds are singing, and a gorgeous Arctic White M3 is undergoing the process that would transform it into the Eisenmann/iND demonstration vehicle.

Ernest (ShadeM3) Meets iND

Project KKSigua

Red Death

Back To The Barn with KKSigua and Steve @ Fall Line Motorsports

Girl Talk

In The Service

Oregon Gold Rush: Dakar Yellow M3

Silver Standard

OEMagnificent

Industry Distribution. Masters of Doing It Right.

iND can be seen at their website or on their blog, or by emailing info@ind-distribution.com

4.0 Is The New 3.8

2011-05-11T19:42:00.000-04:00

Well, well. It is refreshing when the rumormill turns out to be right in a good way. Word of a last-minute limited edition GT3 has been circling overhead for several months now, but Porsche finally made the news official: those of you who bought a GT3 RS or GT2 RS thinking that it was the ultimate Porsche 997 GT car . . . you may now begin feeling slightly dimunitive.

Many are claiming that this is hardly a fair move by Porsche, but the rest of us may now benefit and begin basking in the gloriousness that is the new 911 GT3 RS 4.0. Or, as you might like to think of it, the last of the last of the last of the 997-model Porsche 911. The all-new 911 platform is due in the fall, but until then, the 4.0 is easily the hardcore shredder of today's lineup.

Shredding is ably performed by the borrowed RSR engine, with top-spec internals and a power output of 500hp, just in case you thought your RS 3.8 was hot stuff. As to weight, there isn't any. Well, not to speak of -- once you factor in all the carbon fiber this and aluminum that, it boils down to just an engine, a steering wheel, and a huge wing to encourage low-flying bird to move out of the way. Even the carpets are superslim. Lotus, where art thou?

Happy 25th, Acura!

2011-04-13T17:28:00.001-04:00

While some may still view Acura as the gimmick Honda used to sell its up-market models to the gullible, finicky customers of the US, the end result is the phenomenal success of the Acura as a brand and in particular the Legend model, which has gone on to win fans and admirers the world over. Of late, the Acura brand seems to be floundering a bit, but regardless we salute this brand (without which there might never have been an Infiniti or Lexus) by posting an article from the Wall Street Journal.

Acura Turns 25

We have an original press pack from 1986 detailing the Legend and Integra launch, forgive the phone pics.

The Year Of Insanity

2011-04-13T17:23:00.004-04:00

Well, 2011 is underway wherever you may be, but we are reaching back one last time into the treat-filled bag that was 2010. What wonders greeted us from the 12 months past?

While it may have been launched in the fall of 2009, like many of the supercars covered here today, the Ferrari 458 Italia celebrates its first model year in 2010. Those pundits that may have been waiting for a "430 update", or even for something completely different and more in keeping with the financial and emission restraints (which would, of course, have been a complete sell-out on Ferrari's end) were in for some shock and awe of their own. Every piece of the 458 was entirely new, based on a chassis and driving dynamics theory that were, as always, derived from the company's extensive experience in the world of Formula 1.

Ignoring the current soul-sucking trend of downsizing and economy, the 4.3L V8 was stretched to 4.5 Liters, and the power shot up to an astonishing 562 horsepower (a 70-horse jump from the 430), propelling the Italia with vigor to over 200mph. Perhaps the most visible improvement is the striking exterior design, which most agree is a dramatic improvement over the last several V8 sports cars Ferrari has produced. Fortunately, the chassis technology has the chops to back up the looks, and the 458 is without question one of the quickest road cars on a circuit today.

When the concept for the Mercedes SLS AMG was first released, many scoffed at the gullwing doors and opined that while it might indeed be a tribute of sorts to the original 300SL, a high-performance machine it is not. How vastly wrong they are! While the SLS initially feels like a grand touring machine, just leaning into the throttle a bit unleashes a beastly roar, and you start to understand the allure.

Despite being the first road car completely developed by Mercedes' tuning division AMG, handling and balance are just superb. While the monster 6.2L V8 might be tethered to a slushbox, they work in tandem like Siamese twins, with over 570 horses providing instant trips up and down the gears. The arresting gullwing doors provide a bit of a reach for someone with shorter arms to close, but it would nevertheless seem worth it to own one.

Audi's uniquely-styled R8 has been on the market for almost six years now, and it's hard to believe such a car that looks like tomorrow was released yesterday. Initially wrought with the fantastic V8 from the 2006-08 RS4, fans who wished for more power were delighted when the Lamborghini-derived V10 was deposited within. We all thought that was that, but then the other shoe dropped, and the R8 GT surfaced.

Think of it as an R8 Superlegerra -- power is up (to 560) and weight is down by 180 pounds. Unfortunately only available with shifter paddles (guess what the first thing we would change is!), the GT features more aggressive aerodynamics, carbon fiber body panels, and an exhaust note that chills to the very bone. Aside from a swap to manual transmission, this is about as good as the R8 gets . . . which is brilliant!

Think your Porsche 911 GT2 is underpowered? Apparently, so does Porsche. Behold, the GT2 RS, a flamethrower in the world of lighters. As with most extreme variations, power shoots up to an astonishing 630 horsepower (and this is BEFORE tuners get ahold of that twin-turbo setup!), and excess is trimmed everywhere else.

This, then, is the ultimate 911, the fastest and most powerful ever produced, quicker even than a carrera GT while being easier to drive. As far as performance bargains go, barring the Corvette ZR-1 (which is like riding in an empty yogurt container), the GT2 RS is just about unbeatable . . .

. . . unless you have the new Noble M600. This may be the least-known supercar featured here, but it is easily the quickest. You read that right, the lads in a workshop in backwoods Britain have welded a couple of turbochargers onto the 4.4-Liter V8 from -- of all things -- a Volvo XC90. Who would have thought that 650 raging horsepowers and a full carbon body later, a machine with better power-to-weight than the Veyron would emerge.

What you have then is a sprint to 60mph that is over in less than three seconds. The Noble thunders, crackles and roars on to a top speed of 225mph, trouncing nearly every car you've ever heard of. The thrust when those turbos kick in is absolutely brutal, as is the cornering capability. Light of weight and fleet of foot (tire?), there are few on street or track that can keep up with the astonishing M600.

One of the few that might would be the forthcoming, highly-anticipated McLaren MP4-12C. Cumbersome title notwithstanding, if initial reports are anywhere close to accurate, this could be THE supercar for 2011. Power comes from a mid-mounted twin-turbo 3.8-Liter V8 designed by McLaren, directed to the rear wheels through a slick "pre-cog" dual-clutch gearbox. Power is set at just a hair under the 600-horse mark, but equally important is the torque curve, which is more like a straight line from 2000-8000 rpm.

Designed from the ground up with a carbon fiber tub, the McLaren is a worthy competitor in this crowd, perhaps the closest in nature to the 458, albeit a bit more clinical in its delivery. Race-inspired technology is abundant, from the F1-style rear-brake-assisted steering to the hydraulic actuators at each wheel that replace traditional anti-sway bars. While perhaps the GT2 RS or the M600 might edge it out in a straight line, this MP4-12C might well end up as the quickest overall point-to-point exotic car in recent times.

* Many pics courtesy of the great enthusiasts at TEAMSpeed.com!

Howling Revisited

2010-07-08T19:20:00.002-04:00

The last time we looked at the Pagani Zonda, easily one of our favorite supercars of all time, the world had heard and understood the enigma of the howling. What Horacio Pagani creates with the Zonda and its various iterations is a glimpse into automotive nirvana, the utopia of exotic motoring.

Over the last few years, even more new and exciting developments have emerged from San Cesario sul Panaro in Italy. Most recently, the Zonda R (which is the track-only complete monster Ferrari-beater) thrashed all comers on a lap of the 'Ring with a time of 6'47". For reference, that's a second faster than a Radical SR8LM, a whopping 11 seconds quicker than the 599XX, over half a minute ahead of the already-blinding F Clubsport, and bests whatever car you drive by about a week.

A Pagani dealer in Hong-Kong requested the Cinque so much that it finally came about, as we mentioned in the first article. Naturally, all five are spoken for, what with their clutchless sequential sub-100ms gearchanging (thanks to shift paddles the size of boomerangs), and their 678-horsepower-fueled 0-62 run in 3.4 seconds. Those insane roof scoops and additional venting create so much downforce, cornering has been measured at 1.45g. Of course, what is a Cinque without a roadster version, so expect another five of those at a cool $2 million each.

For the 5oth anniversary of Italy's flight demonstration team, Pagani created another unique edition, named the Tricolore. As with the Cinque, the carbon fiber is woven with titanium to create an even stronger and lighter composite that we would like to have woven into our limbs. It's really that awesome, finished off with a clear blue lacquer that is mesmerizing, and LED running lights that aren't. Running the length of the beast are three Italian-colored stripes that mimic the flight team's paint scheme. Only three will ever exist.

And then there is the PS. Let's say you wanted a Cinque (pocket change, of course), and all five were sold out. Now that's irritating. What you should do is ring up Mr. Pagani and have him build you a special 1-of-1 edition, with your initials on it. Peter Saywell of the UK has beat you to it, with the Zonda PS you see below. Not only does it feature a rearranged exhaust that's laid out like a row of medieval cannon battery, a wicked-looking rear diffuser is also fitted, along with the 6-speed sequential gearbox from the Cinque.

Why not have another special edition? The Zonda Uno (guess how many were made?) features a melting pot of other versions -- air scoop, rear diffus0r, and stripe from the Cinque, LED running lights from the Tricolore, aqua coloring from Miami Vice -- at the behest of a Middle-Eastern enthusiast. He must like fast cars that are aqua, because this 700hp Uno joins an entire stable of similarly-hued supercars.

And so, we are poised on the brink of the C9 -- Pagani's next platform. Rumors abound that it will run a version of the old Mercedes twin-turbo V12, but we certainly hope not! A naturally-aspirated V12 is the only powerplant worthy of the stigma all the current Zondas have embodied, but we will trust Mr. Pagani's judgement in creating another generation of the howling.

Aston Martin's Lucky Number: One-77

2010-05-18T18:37:00.003-04:00

Since the revitalization of Aston Martin in the last few years (thanks for very little, Ford), they have quickly regained their aura of high-quality, stylish, graceful, and powerful cars. Fitting, then, that their ultimate mega-halo car should be presented during a global economic crisis. We think it's perfect timing!

Despite how much we love the One-77 supercar (since the Zonda is not available in the States, this seems to be a good alternative!), it does have a lot working against it. Aston have developed a monster 7.3-Liter V12 engine uniquely for this car, and it's reported to push over 700 horsepower . . . but the infinitely less expensive Murcielago LP-640 SV, for example, also features a big V12 with 670 horsepower.

Some, too, have said that it doesn't look special enough or have enough engineering put into the project to warrant its stratospheric $1.7 million (according to Robb Report) asking price. Clearly, they are missing the point. We think it looks amazing, and the engineering work is astounding. The engine compartment alone is breathtaking.

In an age where every major manufacturer is turning to forced induction, smaller displacement, and (facepalm) hybrid/electric exploration, it's really great to see a machine of gorgeousness such as this one built without compromise. Carbon fiber abounds, including the spacecraft-inspired interior, and the rest is mostly hand-shaped lightweight aluminum.

The One-77, then, is an extreme machine in every sense -- performance, charisma, and of course price . . . although it turns out that a mystery buyer who has just an insane amount of money has actually purchased 10 of the 77 models that will be produced. Just wow. Seriously, what recession?! Long live AM.

M to the 5th Power

2010-04-02T08:36:00.007-04:00

What's not to like about an M5, of any generation? You have four doors, tyke-toting capability, fairly inconspicuous looks, and a sports-car destroying engine/suspension bolted in. The good folks at BMW, however, feel that we almost should have had a lightweight CSL version. After building one example, they snatched the dream away and told us all to forget about it.

Trouble is, the CSL concept is really sweet -- V10 stroked to 5.5 Liters (making about 580hp), carbon fiber air intake, and other go-faster goodies. To reduce weight, a carbon fiber roof and front seats (no rear seats) are added, along with dual-clutch 7-speed gearbox from the M3. The result is . . . well, unknown firsthand, but use your imagination here.

We might be denied this kind of fun, but just wait till the 2011 M5 arrives (these are depictions). The new 5-series already features a sleeker design, great interior and better ride, so just imagine such a machine that's quicker than the V10 to 60mph, and also delivers 30-percent better gas mileage. The heart of such amazing-ness will be a twin-turbo 4.4L V8 that cranks out 578hp and 530 torques -- over 100 more than the current M5. Audi RS6, you've been notified.

Back Streets Option

Of course, it's hard to beat an older M5, either. Our favorite is the E34, which is the last of the handbuilt BMWs. It's got the 3.5L straight-six with 310hp, but also a more modern design than the first generation. Plus, with clean examples starting at about $9K, it's great value for money.

Although there were never any "CSL" versions produced, there are several desirable upgrades to be had. While the US might have gotten more luxury options, Europe was treated to a larger 3.8L engine, 6-speed transmission, and upgraded suspension and wheels.

Not only would we add these to our budget M5, we would also seriously consider adding a twin-turbo setup as featured on the stunning 360hp Alpina B10 BiTurbo, in addition to wood and extended leather trim. That's as near a perfect car as any.

Toys For Tots

2010-03-11T07:31:00.001-05:00

Of all the companies you'd expect to come out with a genuinely good little hot hatch concept, it sure as heck isn't GM. Have they ever even made a decent subcompact? This is, after all, a domestic car manufacturer, who all seem to have the same reputation these days -- decades of building boring, sloppy cars that nobody wants and patriotically foisting them off to stem the gaping financial bleeding . . . which is a byproduct of careless management to begin with.

This Aveo RS concept, though, is a bit of a shocker. Not the power necessarily -- the turbo 4-cylinder makes about 140hp -- but the overall execution. It actually looks quite good, without the tackiness or overexuberance (stated nicely there) that GM has been known to put forth. The interior is even better: striking design, high-quality materials, and general user-friendliness.

Put that fizzy little powerplant (which handily outguns the proposed Fiesta engine by 20hp) with the concept's 6-speed manual, and what you have is a mini Focus RS. This is a good thing -- half the power of the monster Focus for less than half the price . . . and what we predict will be way more than half the fun!

Back Streets Option

It's ironic that our main feature is a Chevy built by Kia, because our cheap and cheerful version is a Ford built by Kia. Yes, we know you wanted to read about an early Golf GTI right about now, but that song is overplayed. We take the road less travelled, and today it's driven in a Ford Aspire.

Granted, most folks saw these for what they were -- anemic little shoeboxes -- rather than what they could be. Which is where we come in. Think of an Aspire RS, and you'll see where we're going here. What really helps is that first, Aspires can be had for pocket change, and second, Ford's bedmates include Mazda and Mercury.

Toy car in hand, you now need to steal a 1.8L BP-code engine (cheaper than importing an entire BPT from overseas) from a early-90s Escort or Protege owner while they are looking the other way. You will also need the manual transmission from a Mercury Capri XR2 Turbo. Once you are accustomed to the newfound wealth of power, it's time to upgrade with a turbocharger. Add better wheels, suspension, brakes, and sportier seats, and you have an Aspire RS . . . the hot hatch that should have been.

Strip and Run, Part II

2010-01-19T22:55:00.006-05:00

We're back, with another orange car. You'd almost think we had citrus brains. Hey . . . as long as they keep cranking out these track-oriented street cars that induce weak knees and quaking fingernails, we'll keep covering them. You are all benefactors! Today's subject: the 2010 BMW M3 GTS.

Accolades for the newest E90/92 M3 have been mostly universal. A few old-school purists claim that this latest iteration has simply gained softness to go along with its power increase . . . and while they have a point, understand that BMW are also increasing user-friendliness with daily driving in mind. That said, we'll just as happily drive an E30 M3 as any other version. Softness, however, was not in mind when the GTS was conceived.

The last generation's M3 CSL was a cult hit, but automotive futuretellers predicted no hardcore version this time around . . . and we are only too happy the doomsayers are wrong once again! This GTS comes sprayed only in visibility orange, with matte black accents all around and a 7-speed double-clutch paddlepuller stuck underneath. However, the real treat is caged under the hood - a larger, 4.4-Liter V8 producing 450 horsepower.

That's a good 30 more than the standard M3, but we couldn't help noticing that Brabham Racing (4.4L, 494hp), RDSport (4.6L, 542hp), and Dinan (4.6L, 502hp) are quite a ways above and beyond. Any reason why BMW couldn't have reached for the 500hp mark? Ah well, at least the rest of the car is track-ready -- think Porsche GT3RS and you're about there. The usual scale-tipping culprits have been binned, including A/C, rear seat, radio, and factory seats.

Back Streets Option

Upon introduction of the second-generation BMW M3 E36, the American market began hounding for a race version to go after 911 drivers with. Of course, those were the days when BMW listened to their customers, and thus the 1995 M3 CSL was born. Built in Germany and finished off at a race shop in Virginia, the CSL came with the same lack of weighty features you'd expect, plus lowered suspension, adjustable front splitter, funky Motorsport flag livery, and a selection of BMW chassis parts in the trunk that came with a warranty waiver form to sign.

Including the parts was nothing but a tease, but at least the sunroof was deleted and carbon fiber trim littered the interior. Now, if you've ever driven an E36 M3, you already know that it's handling is world-class to begin with. Granted, we got the short end of the power stick with the watered-down U.S. engines, but that is easily rectifiable with a Euro 6-speed/3.0L S50B30 swap. That gives you the full 286hp, and you are simply a chip and set of cams away from closing in on the 350hp AC Schnitzer got from their E36 CLS. We like the 1995 models, which can be found today for well under $10K, as the 1996 and later are more difficult to tune.

Unless this is trailered to events every weekend, we likely wouldn't recommend ditching the A/C or radio. Shorter springs and front splitter, sure. But losing sound insulation makes for a very loud commute. The legendary Trunk Chassis parts? You better believe it, along with the CSL wheels and carbon fiber trim. Ideally, our "M3 CSL" could nonchalantly take Mom to church on Sunday, and then cut loose on a back road as if Jack Bauer was in hot pursuit.

Stallions Of SMS

2009-11-17T21:27:00.012-05:00

We've all seen the recent influx of reborn, regenerated ponycars from days gone by. Ford got the party started in 2005 with the Mustang, then Dodge brought out a new Challenger, and Chevy was right on their heels with the new Camaro. These days you can hardly swing a cat -- living or otherwise -- without hitting a retro-modern rental "sports" car with a V6 and workhorse automatic transmission. Not that we would recommend such a travesty -- or swinging a cat around, for that matter.

One of the kings of American musclecar tuning is Steve Saleen, who made his name racing Fords years ago, and thereafter spent over 2 decades creating some of the best all-around tuned Mustangs in the market. Today, Saleen has left his namesake company to form SMS Supercars and bring forth a wider variety of tendon-snapping beasts. In fact, ironically enough, the range includes all three mentioned above -- Mustang, Challenger, and Camaro.

The SMS 460 is a Mustang with a supercharged version of the "old"4.6-Liter V8, producing 470 horsepower. Yawn. What you want -- and this is true with all of the SMS cars -- is the X! Add that sinister letter to the end of the model designation, and everything changes. Now, your SMS Mustang is fitted with a fully-built supercharged 5.0-Liter V8, good for a thundering 655 rampaging stallions.

Similar spec can be had with the SMS 570 Challenger. Whilst the ordinary supercharged 5.7L engine makes do with a puny 500 horses, the 570X pounds the pavement with seven hundred -- accomplished through boring the block out to 6.4 Liters. Likewise, the SMS 620X Camaro churns out an even more astonishing 715 from its supercharged 6.2L V8.

Dwell on that for a mite. How many production cars (supercars, even) can you list off with over 700 horsepower? Greenpeace would not be amused . . . and yet, we certainly are! Of course, this being Steve Saleen's outfit, suspension/braking and interior are all fully upgraded. Expect no less. Revamped bodywork, good for traffic-stopping looks, is also a trademark of Steve's, and these three offerings are no exception.

Back Streets Option

You're probably thinking it would be easy enough here to simply recommend a tuned up musclecar of some variety and move on. Far be it from us to skate off that easily. On the contrary, coming up with a viable solution to inexpensiveness takes a great many coffee drinks and late hours. At long last, we realized there could be only one option -- the 1990-93 Saleen Mustang SC.

It would be simple to view the SC as simply a Fox-body with a Vortech blower stuck on top. That, folks, would be a travesty. Saleen is a holistic tuner, which is what we respect most in the world of aftermarketness. Everything imaginable is upgraded with an SC, from the Saleen 200mph speedometer to the form-fitting black leather racing seats, to the trademark Racecraft suspension components.

There is also a body kit that is conservative and a rear wing that is not. Thing is, Saleens are extremely rare -- very limited numbers of these were produced -- and with rarity comes a steep entry price. Just ask the classic Alpina guys. To create your own version of a Saleen SC is much simpler and cheaper.

Start with a 1990-92 Mustang GT. That gets you a body kit straight away, although we would swap in the LX taillights rather than those cluttery-looking louvered covers. We would also add a set of 17" SVT Cobra R 5-spoke wheels, as they are all kinds of cool. A simple 1993 Cobra rear wing will suffice, as will the usual bolton/exhaust mods. As for serious power, the Saleen SC made 305hp, and that's easily duplicated with a Vortech kit for less than $2,000 these days. That's an instant 100-horsepower jump. Install a tighter suspension (we like Maximum Motorsports kits), black leather bucket seats, and other details, and you have yourself a near-enough Saleen Mustang!

Post-script:

Turns out the original Saleen company is alive and kicking after all! They have just released pictures of their new 2010 S435S, which uses a supercharged 4.6L V8, good for 475hp. Perhaps we will have two competing Saleen-style companies in the near future.

The Anti-Green

2009-10-27T19:52:00.016-04:00

Since "green"-ness in every sense is sickeningly being rammed down our throats at every juncture, it seems to be the dominating catchword in today's automotive landscape, along with "bailout" and "bankrupt". In a conscious effort to never relinquish our grasp on automotive art, racing, and the pure enjoyment of driving, we continue to buck the trend and write about cars that are truly amazing and lustworthy, rather than boring and (apparently) headline-worthy.

A prominent segment of the automotive landscape that has come under fire recently is the full-size executive sedan. Clearly critics have not driven a new 2010 BMW 760Li, in all its twin-turbo V12-ness. Now this is more like it! Too long has AMG made a mockery of the 7-series . . . not today. Today, the 760Li presents a truly amazing package, and the driving dynamics to back up the power under the hood -- all 535hp of it.

BMW has finally employed forced induction on their top-trump V12, and it's a thing of smooth beauty, like those slinky figures carved into liquor glasses. Boost lag? You must be joking. Power is liquid, and instantaneous without jerking. Chassis balance and composure will eat up any other full-size car on the road, no question at all. So, not only can it run neck-and-neck with an M3 on the straights, it will keep up on the twisties as well. With carefully tuning (including a bit more airflow), this car could see 600 horses without losing any of the ride quality.

This surprisingly-goodlooking flagship also delivers the goods as never before inside -- smacking even Mercedes around with passenger coddling. That rear cabin is just a really nice place to be, on the order of Bentley, which is near hollowed ground. With recent Benz build quality issues, the tides are turning with respect to the ultimate in luxury transportation. Perhaps until the new A8 appears, this battle belongs to BMW.

Back Streets Option

BMWs have a reputation for excellent handling as a rule, and usually even their 7-series battleships followed suit -- considering weight penalties, of course. In fact, the Back Streets Option today involves a bit of a project, albeit a very rewarding one to follow through with. First, though, you need yourself a 1986-87 BMW 735i L7. A clean example can be had for under 5 large, if you search carefully.

The next item of purchase is the M88 straight-six engine and manual transmission from an M5 or M6 of the era. What we're ultimately in pursuit of is the European-only 745i model, which was a very exclusive, high-performance version built only in Europe and South Africa. While the European 745i came with a turbocharged motor, which is a more difficult concept to reproduce here, the South African model ran the M88 engine.

Where even our L7 designation falls short is the 745i's staggering list of options -- staggering for the mid-80s, for sure. While the L7 offered full leather upholstery and a glass sunroof, the 745i could be ordered up with such rarities as heated front and rear power reclining seats, auto-on aux interior gasoline-fired heaters, leather covered telephones, rear-armrest radio control, and more.

Much like the early Acura Legends were much more loaded as Honda Legends in Japan, so the BMW 7-series kept all of its party pieces in Europe. The thrill of the hunt is attempting to find or replicate these options on your L7, complete with correct fascia and badging. Combined with the M88 engine swap and various other suspension upgrades, this could truly become the performance/luxury bargain of the time. Truly a worthy predecessor to today's 760Li.

DTM In Your Driveway

2009-09-14T17:20:00.009-04:00

There has been a lot of positive buzz surrounding the new Mercedes C-Class, especially the C63 AMG model. The formula is simple: take a compact sedan, drop in a thundering V8, adjust other parts to accomodate, and you're off faster than your kids in the back can scream for mercy. Practicality can be fun too!

Edo Competition seem to agree, although they appear to think that 450 German horses are not enough. They would prefer to have another 100. And so -- the Edo C63 is born. What is truly astonishing here is the fact that with nothing more than a little ECU tuning, intake filter, headers, and high-flow catalytic converters, they have bumped output by 100 horsepower on what is already a built-to-the-max specialty engine. If you know of another naturally aspirated powerplant that can be so easily tweaked, do please let us know. We're having a hard enough time getting an extra 40 (reliable) horsepower from Honda V6 engines, using every N/A trick we know.

Hot on their heels is Kicherer, another prominent Benz booster. They also get very close to the millenium mark in the Power Increase department, along with their interior enhancements and unique wheels. They also includes some exterior carbon bits, including grille, front bumper with LED lighting, and mirror covers. Both tuners dump the now-useless top speed limiter, giving their C63s a new max on the high side of 190mph.

Both Brabus and EvoSport (who extracted an astounding 567hp!) have created their own versions as well, putting so much effort into their modifications that technically they could be considered the C63 AMG Black Series that never was. So if you are needing a family sedan (albeit a small one) and have speed-demon tendencies, look no further than a C63. Well, look a little further . . . at these aftermarket offerings.

Back Streets Option

In all actuality, Mercedes has been involved in DTM racing for quite some time. Back in the 1980s, with the introduction of the W201 Mercedes 190E, specialty tuner AMG (not yet owned by 'Benz) took several and went racing in various championships against their main rival, the E30 BMW M3. In order to qualify, however, AMG had to make a road-going version also. Hence, the 190E 2.3-16V.

As the M3 evolved and added power, Mercedes realized they did too, so they bumped displacement to 2.5 Liters and eventually ended up with over 232hp in the Evolution II model. The engines were designed by Cosworth Engineering, and had a remarkably flat torque curve, making them very flexible within gears.

The body kits fitted to the 16V models enhanced aerodynamics, making these cars very agile and composed on a race course. All versions included a limited-slip differential and a quartet of grippy Recaro seats. One thing of note is the unusual dogleg-pattern shifter -- first gear is down and to the left.

Here in the US, we are naturally stuck with only the 2.3-16V, rated at an extra-low 167hp. What you'll want to do is find yourself a decent example, and then build your own Evolution II. The bodywork is very hard to come by, but the engine tuning is fairly easy -- there are a few places to get yourself a 2.5-Liter stroker kit, for example, and some hotter cams. A few select European parts later, and you have your own street-legal DTM car for very little. Expect to pay close to $9K or $10K for a clean car to start with.

Screaming Banshee -- In Orange

2009-09-05T07:50:00.014-04:00

In keeping with our recent trend of covering amazing new cars that have been around for a few months already, we would be remiss if we never mentioned the Lamborghini Murcielago LP-670 SV. Just uttering the words is like cursing the devil -- you are still not quite sure if minions from the blackness won't appear suddenly and drag you back from whence they came out of spite.

There has never been a Lamborghini quite like this one. Despite the Miura SV, Diablo SV, and even a truck in its colorful history, nothing can quite compare to the 670. Nothing is quite as . . . orange. Its presence, should you dare to remain standing while near the beast, is almost overwhelming.
Everything, from the gaping cavernous maw at the front that scoops air the way a baleen whale filters tons of gallons of ocean water, to the enormous rear wing coiled up behind its massive crouching haunches . . . everything screams kinetic energy, waiting to be released. However, it's the way it is released that will blow your skirt up.

Lamborghini added both power and lightweight parts to make this Murcielago 40 horsepower up and 220 pounds down from the "normal" car. Numerous vents and intakes -- most painted flat black -- add high speed stability, while Alcantara and carbon fiber line the interior. In a word, it has all been evilized. There is no other explanation for a 0-60 time of 3.2 seconds and a top speed of 212 mph.

Naturally, this kind of lunacy comes with a lunatic cost -- and while all the arrow-shaped Reventon-inspired cues are hypnotic, this kind of money is not found easily. Side note: Lamborghini just released photos of a Reventon roadster, just in case you found that yours is just too commonplace.
We needed our own version, and admittedly we hunted for a suitable subject for quite some time. Starting with our own infamous Save Yourselves post, we branched out into every possible scenario, tossing around legends such as the C4 Corvette ZR1 and the DeTomaso Pantera. How do you combine a wicked presence with a track-oriented setup and time-traveling engine? Then, without warning, it struck us!

Back Streets Option

We confess that, for the moment, what struck us is that we are stumped. For the first time, we are unable to think up a reasonably-price alternative to the big fire-breathing Italian V12. Can you? If you are able to find a Back Streets Option, we will publish the result in this blog! Please send us your ideas at zfclubsport@yahoo.com.
The criteria must follow with the 670 SV, which means exotic looks, screaming engine, purely aggressive nature, and a price under $30K-$50K. Thank you for your support, and we promise to not be stumped again until the next article.

Road Monsters

2009-09-01T22:39:00.018-04:00

Hard to believe it's been almost 20 years since the SUV craze first started jam-packing garages and parking spaces with hulking metal. When Ford launched the Explorer in 1990, the widespread appeal became obvious, and so family haulers of all descriptions ensued.

Today, for the ultimate in the SUV world, we look once again at Mercedes, with their GL450. It must be said that many SUVs, or what are left of them, are crap. Expeditions and Tahoes have made us nauseous, frankly, with their incessant presence on the road and intolerable build quality and ride comfort. Can we not design something that isn't half-pickup and has a stylish, well-constructed constitution?

Enter the GL450. Now, most would think first of the Porsche Cayenne Turbo S or the new BMW X5M, for example, when prompted to name the ultimate SUVs walking the earth today. However, those two models only seat five. We want seven. We are increasingly hard to please, like a spoiled heiress. So -- how to get seven seats and still have the firepower to run with a proper supercar?

We have to get creative here, which is part of the joy of our job and the aftermarket community in general. Mercedes AMG has never created a GL63. The ML63 is only a five-seater, remember. We want a GL63! Better yet, even a GL65. And why not? Gemballa makes a 750hp Cayenne. BMW created a V12 X5 concept once. No reason the running gear from an S/SL/C65 shouldn't drop into a monster like the GL450.

GLs have a very good interior and exterior to start with. Antilock braking, traction/antiskid control, hill ascent and descent control, and a height-adjustable suspension are standard, plus navigation, DVD entertainment, and a host of other usual Mercedes niceties. There, your offroad and luxury is covered in one attractive package. The GL550 added a few things to the 450, so if you've got the extra cash to pony up, more power to you -- but if you're doing that much engine modification it's hardly worth it.

On the road, the GL lineup actually has very good steering feel and quite level cornering, impressive for a beast this size. Of course, with suspension tuning much more of these characteristics can be emphasized without sacrificing much ride quality, but wind noise at speed is nonexistent. Inside, the color scheme can resemble a batcave, like a lot of Mercedes, so you'll probably want to liven it up a bit with some brushed aluminum or lighter-colored premium hides.

We found clean examples for less than $35K, which made us want to go through with every suggestion mentioned above. Perhaps down the road we will.

Back Streets Option

Say you don't have much cash, but still need the room of an SUV. Assuming you haven't subscribed to the government scam that is Cash4Clunkers, what you want is a 2003 Honda Pilot. Now stay with us here. Think of the Accord of the midsized SUVs, and lately Accords have become fairly impressive. Perhaps more crucially, this is an eight-seater, albeit the back row is strictly kid-sized.

Honda put some thought and effort into the Pilot. Build quality is excellent, the interior is well-designed, the ride is smooth and composed, and it even looks good on the outside. With its muscular V6, it outguns most rivals, even those with a V8. Expect to pay under $10K for a 2003 EX-L model, and frankly that's a bargain. Naturally, however, we can't leave well enough alone.

Giving the Pilot a bit of shove requires some engine work. One option would be to swap in the larger 3.7L engine that was released last year, in addition to an intake and exhaust. Our choice would probably be forced induction at this point. Some attractive, aggressive 20" wheels would add a lot here, and some interior trim to liven up things. Aluminum pedals, for example, would give it that "Type-S" feel without getting tacky.

So there you have it -- an inexpensive, well-made alternative to transport you and yours in comfort, style, and speed upon these urban highways. Now, grab the youngsters, fire up the navigation, and head for the horizon.

Bellissimo! New Ferrari 458 Italia Redefines Stunning

2009-08-29T08:26:00.007-04:00

To those of you who are of the opinion that Ferrari's design school has been asleep since the 355 -- sit up and take note! The all-new 458 Italia is a head-turning work of art.

Replacing the current F430 as the small, mid-engined sports car, the 458 brings a power increase (570hp from a 4.5L V8), seductive swooping curves, and technology advances in droves. LEDs in the headlights give it that faint Audi R8 feel at the front, brakes the size of beachballs lurk under the massive-yet-stylish wheels, and spaceship touches adorn the interior. That triple exhaust certainly looks like it could blast you to infinity.

The new ergonomic approach to the driving experience is quite the evolution. All primary controls are now grouped around the steering wheel, which is in keeping with the Ferrari racing pedigree. But, more than that, all steering column control stalks have been eliminated and their functions moved to buttons or knobs arrayed at your fingertips. The paddles with which to grab gears are longer, and the various dials and indicators are now combined into multifunction satellite pods.

So if you've just purchased an F430, don't fret too much: you're still driving one of the finest pieces of machinery on the planet. However, in a few months when a 458 Italia pulls up next to you, it will tear at your heartstrings and remind you that what you're sitting in is now second-best.

Into The Black

2009-08-27T17:39:00.016-04:00

All right, so the Mercedes SL65 AMG "Black Series" has been released from the depths of hell and allowed to prowl the underworld for some time now. So sue us. Maybe it's just taken that long to grasp the reality of what kind of monsters are being produced in this day and age of so-called "economic restraint".

Well, restraint is what you need to survive the SL Black. Specifically, restraint on your blood pressure, heart rate, and adrenaline level. There are forces at work here that would melt the nearest Prius driver into a puddle of environmentally-friend battery acid. Lest you be tempted into thinking that the "standard" Mercedes SL65 AMG is too underpowered and bland-looking, the SL Black pulls out every stop on the organ of demonic excess.

The twin-turbo V12 is pummeled into producing 670 horsepower -- more than an SLR, mind you -- and clad with the bodywork and stance of Lucifer's own racing division. Massive air intakes and cooling ducts dominate the visual experience, along with controversial wheels that could steamroll new blacktop into place. And then rip it up again, of course. Weight savings over the every-day SL65 is provided by carbon fiber pieces and a solid roof shell. A wing from a 747 is applied to the rear for extra downforce.

It is an intimidating sight to behold. It looks menacing and omnipotent from any angle. Also intimidating is the price tag. What if you wanted this power and exclusivity, but couldn't find that few hundred grand that was right there in your pocket just yesterday?

Back Streets Option

Few people outside of the Mercedes afficianado have heard of the SL73 AMG. Produced in limited quantities (only 85 ever built) in 1995, and then again from 1998-2001, it featured what is now the heart of the Pagani Zonda -- a 7.3L V12. Producing 525 horsepower and even more torque, it was the ultimate solution to a fairly heavy roadster.

AMG were just getting started with mainstream Mercedes models in the mid-1990s, and focused mainly on power and chassis upgrades. Should you ever spot an SL73 in the wild, about the only thing that might give it away is the badge, the monoblock AMG wheels, and perhaps the understated body kit. Other, even more rare variants include the SL70 (7.0L V12 with 496hp), SL60 (6.0L V8 with 381hp), and an early SL55 (5.4L V8 with 350hp).

Perhaps part of the mystique was, in fact, the subtlety in appearance. Unlike the vicious, blood-thirsty SL Black, the early SL AMG models had what some might term the "perfect touch" with regard to styling. Restraint, they might say. Irony! After the first standing start, of course, opinions would change.

Considering the near-impossibility of finding such a car here in the States, some improvisation is in order. Finding an SL600 (to reproduce the SL70/73) or an SL500 (to create an SL60) is step one. Barring the extremely rare sale of an actual AMG engine, several aftermarket tuners ended up creating their own versions of the V8/V12 engine, including RennTech and Brabus. Potentially, you could even swap in the twin-turbo V12 found in newer SL models.

There's honestly not a lot else we would change beyond the engine here. Obviously, you want to find one loaded with nearly every factory option available, but too many aftermarket parts would ruin a hard-to-find gem of a car. Possibly different wheels (keeping the originals in the event of sale, naturally), minor engine bolt-ons, and small interior touches could be added, but overall what you would end up with is almost the perfect package, if what you are seeking is a sun-bleached roadster-cruiser with a serious bite.

GT3 RS - Flash of Neon

2009-08-19T21:31:00.020-04:00

Originally this next post was supposed to be about some SUVs or something, but we've long since forgotten . . . the new 2010 Porsche GT3 RS is here.

Something as polarizing as that ice blue paintwork and massive rear wing can have the effect of simply stopping your brain from working, much beyond staring at the picture. Well, that's what happened with us, anyways. What a spectacle!

Beyond the arrest-me-right-now colors and LeMans spoiler, the GT3 RS is packing a serious punch. Power has been boosted to an astonishing 450 horsepower, all squeezed from only a 3.8-Liter engine. Porsche engineers can literally feed 5,000 from 2 loaves of bread these days.

With the rest of the car, you'll find such purpose-built items as a special lightweight lithium-ion battery, track-specific PASM (Porsche Active Stability Management) system, extra-short gear ratios, wider track and body, and even dynamic engine mounts that change stiffness depending on road conditions. P-car racing afficionados will need a cold shower!

Yes, it's not the best for running errands in or going out for dinner. Yes, it's adorned with boy-racer graphics and aerodynamics from a jet. It will still absolutely kill on the track and any back road you choose. Speaking of back roads . . .

Back Streets Option

Normally at this point we provide a much cheaper alternative to the fire-breathing monster above, whatever that may be. This time, however, the glittery palette of the GT3 RS has gone to our head like the fumes of a thousand gallons of German paint. Today, we offer two options.

Which brings us to the Porsche Cayman. Introduced in 2006 as a "hardtop Boxter", it came with similar base and S trim levels, the latter of which being the one to get. With a Cayman S you get the same 3.4-Liter flat-six engine as the 996 911, with similar power -- 295 horses -- and a 6-speed manual transmission. Mid-engine handling is excellent, steering near-telepathic, and the body lines are unmistakeable. Early models can be had for just over $30,000. Fair enough.

The problem lies with the range of factory-built options for the 911. Why is the Cayman, which some may argue is a better-balanced chassis than the 911, only offered with base and S trim levels? Why no GT3, GT2, or RS versions? We then propose that a Cayman RS be created. Start with a Cayman S, and add or replace parts.

For example, installing an intake filter, headers, exhaust, coilover track-oriented adjustable suspension, wider/stickier tires, and some carbon fiber trim inside and outside would go a long way. Companies like TechArt, Ruf, Gemballa and Evolution Motorsports can provide most of the parts needed, up to and including full larger-displacement engine swaps. Application of "RS" badges at your own risk.

Our second option caters more towards the lower end of the spectrum, which is where we aim most of our cheap alternatives. The 1992-95 Porsche 968 was widely seen as simply a restyled 944, but this was so not the case. The often-overlooked 968 maintained the 944's perfect 50/50 weight distribution, but added power -- 240 horsepower from a 3.0-Liter 4-cylinder. The exact same displacement/power output, in fact, as the US 1995 BMW M3. Sixty comes up in a quick 5.9 ticks, and the quarter mile in 14.4 seconds.

Yes, it's a front-engined Porsche. Yes, it's not a flat-six, and no, we don't care. This is a true gem, especially today. Be sure to find one with the 6-speed manual and optional M030 sport chassis, which features 17-inch wheels, stiffer suspension and larger brakes. Although a Club Sport model was offered in Europe and Australia, naturally they skipped the US market, so we have to get creative here.

Specialty shops such as RS Barn and Paragon Products can provide many of the same modifications recommended for the Cayman "RS" above, but as to be expected, variety is limited. Our move here would be to pick up a clean 968 (for under $10K), add the performance parts, and try to acquire some of the rare ClubSport items from overseas. This would truly give you a very inexpensive version of the blazing-hot new GT3 RS.

Truthsome-ness In Writing

2009-08-17T22:16:00.004-04:00

We have watched with some level of emotional detachment for the past year as the media has stirred everyone into a frenzy over the "recession." Not saying that there isn't a recession, but in all honesty, everyone would be much less depressed if they didn't read about 90% of the news. TV and newspapers seem to thrive on putting a melodramatic spin on every subject they touch, with the effect of changing the public's mindset from neutral to either worry or frothy nervousness.

We have also witnessed the realities around us. Yes, downsizing is occurring and budgets are tightening. And yet . . . our local Panera Bread, which we frequent when researching articles and brainstorming for projects, has nearly doubled in attendance over the past nine months. Business at our shop has slowed some, but not stopped. People are making the room for new wheels, tint, power and handling upgrades, and more.

The truth that has struck us is this: the general populace will spend money on things they want (that are not necessities), regardless of the economic state. They may cut back on a few other things, but if they are after something they would like, they will find a way to get it. Last fall when the gas prices were through the roof, we watched an older gentleman, clearly somewhat well-off, pull into our parking lot with a brand-new Cadillac Escalade and a 40-foot boat in tow. It took him a few minutes to maneuver into position while we looked at each other. He ended up dropping nearly a grand on cleaning and detailing, as he was headed out to the lake that morning. For some, the price of gas or an ongoing recession has no meaning and no relevance.

With that in mind, we happily bring you coverage of cars & trucks that we care about, rather than what is "politically correct", a useless and time-wasting term if there ever was one. As the brand-new 2010 Porsche 911 Turbo release clearly demonstrates, you can have your monstrous power with good mileage to boot (500hp with 25 mpg, in this case). So all this talk of alternate fuel should not worry the true petrol-blooded among us. Long live internal combustion!

And Now For Something Completely Different . . .

2009-08-15T07:40:00.001-04:00

Honestly, we’re not Mustang fanatics. Swear! They just keep grabbing our attention is all. Not in a “how soon can we buy or steal one” sort of way, but more like a “wow, that actually looks pretty good” sort of way. Kind of like seeing your fourth or fifth cousin after many years at a family gathering. The angel on your shoulder is reminding you that they are kind of still related, although it gets fuzzy exactly how because the demon on your other shoulder has waylaid the angel and is reminding you that they are quite attractive.

Let us leave this scene of horrific familial ties and gaze upon the new 2010 Shelby Cobra Super Snake.

Anyone who knows anything about Mustangs already knows what the Shelby name represents, and thus already knows how that pertains to the monster you see crouching before you. The new GT suddenly looks limp and weak by comparison, like one of us walking into the Mr. Universe competition. This new Snake is ripped and shredded and looks ready to devour road or track with a single bite.

Armed with two packages that offer either 630 or an astounding 725 horsepower, this Shelby comes armed to the teeth. That 725-hp setup is naturally what caught our attention. Think for a moment of how many dealer-offered, warrantied cars will give you over 700hp. In these days of ridiculous battery-powered autobots, not many. Most supercars don’t offer that kind of output. Our perennial favorite Pagani Zonda, for example, only tops that figure with its track-only “R” model.

So, it’s powerful, with suspension, aerodynamic, and interior upgrades to match. This will never be mistaken for a humdrum V6 rental Mustang, and neither will the 2010 SMS 460. SMS stands for Saleen Motor Sports, which stands for Awesome Mustang Tuning. Here is a red one.

Because it is red, it is also all kinds of fast. Similar to the Shelby, SMS adds a striking body kit (unlike the increasing number of horrible rice rocket body kits in primer we’ve been seeing on Mustangs lately), and insane amounts of power. We will take ours with the 665-horsepower package, please, including the supercharged 5.0L fully built engine and 6-speed transmission upgrade. The speed limit comes up in just over four seconds, seated in your retrimmed Alcantara SMS chairs, and the gi-normous brakes and custom Watts suspension round out the heartstopping experience.

While it may not top the Shelby’s power numbers, history has taught us that Saleen know what they’re doing, and we would actually take this car over the Shelby — because it is red, and because it has a crazy-cool-looking rear valance and exhaust setup. Although, we would drive the stonking wicked daylights out of the Shelby first — it is wise to shop around when you are going for the over-600-horsepower cars.

This article, besides featuring a pair of ridiculous (but also not half bad) Mustangs, also marks the first in our all-new series of:

Back Streets Option

We would love to tell everyone out there that purchasing a brand new car is a good idea for all people of all speeds. But the fact is, unless you have the cash to throw away (in which case, remember that several thousand you owe us from last week), walking out of the dealership with a spanking new ride is absolutely foolish. Our take on stealerships aside, depreciation alone should deter you from driving off the lot with what is now a second-hand vehicle worth about half what it was an hour ago.

So we’ve come up with the idea of drooling over some of the amazing autos out there, and then providing you with a handy guide to duplicating them for yourself with merely a tiny fraction of the cost. For example, they say “2008 Ferrari F430″ and we say . . .

. . . that’s correct, “1991 Acura NSX”. They say “2009 Mercedes C63 AMG” and we say “1987 Mercedes 190E 2.3-16″. You get the idea. Plus, we’ll throw in some modification ideas to bring your version up to a new level of fun, for many thousands less cash than you’d be shelling out for a brand new model. Money saved is money to upgrade, after all!

In this instance, of course, it needs to be a Mustang of some sort. Rather than drop over 80 grand on either of the tuner ponies you see above, we would have to recommend the 1990-1993 Mustang GT. These can be picked up today for pennies (ok, a few thousand for one in good shape), and will give you astounding power & fun for your money. These particular years have the Mass Air Sensor, which makes it easier to modify, and a new speedometer with 140mph . . . why they only had 85mph on the 1987-1989 is beyond us. As you can see below, it is red, and therefore fast, so 140 is definitely a requirement on the speedo.

We had a 1988 GT in Hawaii a few years back, and it was some great fun. Mustangs with the 5.0L V8 and 5-speed are quick to begin with, but add an intake, headers, X-pipe (for those of you with no state emissions requirements!), exhaust, uprated clutch, and short shifter . . . it was like a budget supercar, nearly. We flogged it through the quarter-mile track there in 14.4 seconds at 97mph, which is a mere half-second away from today’s GT, and that’s on a slippery strip. Changing the rear drum brakes to discs is an absolute must, as is a preparation for that rear end to swing around at the slightest prod of the gas pedal. Oversteer is but a thought away.

Many parts from the 1993 SVT Cobra will fit, as well as a bunch of different aftermarket tuners — we tend to like BBK and Maximum Motorsports for their suspension packages, although there is plenty good stuff to be had from Ford Motorsports themselves. The 302 V8 is “rated” at 225 horsepower, which is conservative at best, and you can easily see the high side of 275 without getting into the engine itself. Factor in the lighter weight, and it’s no wonder these older Mustangs are able to keep up with their current-day counterparts without breaking a sweat.

For the cost of either of the two new monster cars mentioned at the beginning of this article, you could pick up three mint condition, low mileage examples of these Fox-body Mustangs — one for show, one for daily driving, and one for track use — outfit each completely, and have more than enough left over to grab a really nice ride for your significant other, say a 2002 Audi S8 or similar. Now that is a deal we could live with!

Four Rings To Rule Them All

2009-08-15T07:29:00.002-04:00

The lineup Audi has currently unleashed upon the earth could very nearly be argued as the best the world has ever seen. Top of their class in every category (overall) — appearance, ergonomics, exterior/interior design, build quality, power, handling, driving enjoyment . . . the list goes on.

Think about it (and also see post below): only Mercedes offers a range with more power (the S/SL65 AMG models top the current RS6 by about 40hp), the exterior and interior design are more striking than almost every BMW, and Audi offer a much more expansive lineup than Aston Martin, Jaguar, or Maserati — which, when compared on an individual-model basis might trump an Audi one-on-one. Audi has, in the last 10 years, become a major market dominating force.

Ignoring the older and more obvious historical highlights (such as the runaway success of the Quattro in rally competition), we jump to 1989, and the first step into the upmarket arena Audi occupies today — the Audi V8. Although we have mentioned it in a preview post, it absolutely warrants another look, if for no other reason than the fact that it was overlooked by so many. Competitors in the full-size luxury market may have outflashed and outsold it, but it was — and remains — a diamond in the rough.

Today a 1992-1994 Audi V8 will run you from $3,000 up for an example in good shape. What that will get you is a wolf in sheep’s clothing. You absolutely want the larger 4.2L V8 engine for a car this size, especially to push it off the line in city driving. And while you can’t get one with a manual, as you can with the earlier 3.6L V8, the shove from all 275hp will make up the difference. To make the power of every horse count, Audi shod its hooves with All-Wheel-Drive for grip. Take that, rivals!

Power-wise, it took a V12 to best the Audi (that of the BMW 750iL and the new-for-91 Mercedes S-Class), and other V8 competitors such as the Lexus LS400 didn’t surpass it until the late 90s — several years after the Audi V8 was replaced with the A8. None of its peers, however, possessed the innate sporting-ness of the Audi, as evidenced particularly with a pair of back-to-back DTM Championships in ‘90 and ‘91. You can’t get a manual transmission in virtually any flagship of this era except a BMW 7-Series or Acura Legend, and then you’re into a front-wheel-drive car.

The interior is every bit as luxurious as its contemporaries, and while it may not glaze your eyes over with things like chilled champagne flutes or rocket launchers, it came very well optioned to begin with. Leather was standard, as were dual airbags, ABS, a premium Bose sound system, and — irrelevantly today — a cellular car phone.

Our approach? Take a 1992-94 model, swap in the European-exclusive 6-speed manual transmission, and if your thirst for power is unquenched, throw on a supercharger, which will take you up over 400hp. Swapping in a later 40v V8 will add another 50hp on top. Obviously, brakes and chassis components will need to be upgraded to match.

With the V8, Audi had created a brand-defining supersedan, and a new prestige image to boot. The original Quattro may have sparked the racing pedigree of Audi, but it was the V8 that laid the groundwork for the striking models you see today.

Audi Insomnia

2009-08-14T16:29:00.007-04:00

Some say that most Audis are only driven by German cement salesmen. Very sorry, but have you seen the last several years of Audi design? The manager of a local business brought her A5 by earlier today for us to see what we could do with it. We requested pics for inspiration from a friend on the West Coast, and received this mind-blowing collection of lust-worthy images.

We’ve been a fan of Audis for quite some time, tracing back to the introduction of the Audi V8 and the RS models in the early ’90s. For a span of time, they were the underdog to BMW and Mercedes, who always seemed to have that bit of panache or driving feel as an edge. No longer.

In the coming week, we will examine a wide range of the quad-ringed cars over the last couple decades, including models that should have made it to the US and never did. Currently a large part of our work is done with Honda/Acura V6 platforms (mostly Legends, as it turns out), but it would seem that the natural progression would be into the realm of Audis, and from there to more exotic material. Although . . . Audis are getting rather exotic themselves these days. Have you seen?

Revival Hour (Featuring the Taurus SHO)

2009-08-12T13:51:00.004-04:00

Once again, it seems actual work precludes writing, although both are enjoyable. When push comes to shove, however, building in real life will unfortunately always beat typing on a keyboard. Things are still a bit of a madhouse, but this blog is entirely too cool to be ignored, so . . . onward!

Recently Ford announced the release of a new Taurus SHO model, based upon the 2010 Taurus, which seems at first glance to have a bright future. Come to think of it, if you take a close look at the thought put into the design of the Taurus and the facelift on the Fusion (which is more like a redesign rather than just a new grille), Ford seems to be actually considering the fact that cars should be more than just a metal box to sit in.

In the ’90s, we think Ford actually was trying to make exciting cars. Heck, they were trying period. Build quality wasn’t exactly consistent across the model lineup, but there were flashes of brilliance. SVT made some rather good products (the SVT Focus and Contour are a couple of great and relatively unheralded cars), and for the money, the second-generation Explorer with a few options was a great buy if you needed an SUV. We still miss our old 1998 XLT, with the trusty, torque-monstery 5.0 and leather/sunroof/premium sound/AWD combo. What did we pay for it? Maybe $4K? That body style was about right, too — later Exploders became boxy all over again, and less interesting overall. Were we to get another one, it would get something like a supercharged stroker engine with performance suspension and grippy rubber. Budget Cayenne, anyone?

One of the all-time best cheap, fun-to-drive sedans (our weakness, remember) was the 1989-1995 Ford Taurus SHO. Thumbing its nose in the face of all current fast four-doors, Ford had Yamaha design an all-aluminum 3-Liter DOHC V6 and dropped it into its mundane family-hauler, providing an instant transformation. Four disc brakes and a 5-speed later, with subtle ground effects and bucket seats, out came a sedan that could stomp a Legend or Maxima SE with ease, for considerably less money. Mind you, the interior quality was, um, early ’90s Ford, but you have to overlook such things as you would with an Alfa Romeo in order to focus on pure driving fun.

Our favorite is the facelifted SHO from 1992 on. Somehow the first iteration just looks too heavy or chunky on the outside. A popular swap is the 3.2L engine from the SHO automatic. The bigger engine gets you increased torque, which we all love. Find a clean, cared-for, unmolested model, add an intake and a free flowing catback exhaust, and go 5-series hunting. Not M-models, they will still eat you for breakfast. Remember what you’re driving here.

With the all-new SHO model, Ford was looking for V8 power without V8 fuel consumption and came up with a twin-turbo version of their venerable Duratec 3.5-Liter V6 engine. God bless Ford! What is it we tuners absolutely love? That’s right — factory engines with forced induction (especially turbochargers) already installed! The hard work is literally done for us and handed over on a platter. You better believe there will be those who jump on this opportunity the moment this car is released.

So — improved build quality, quite good to look at, a fairly well-designed interior (we feel there could be an “SHO” put somewhere, maybe the guages or steering wheel, just to make the owner feel that extra bit special), all-wheel-drive, and a twin-turbo V6. Provided Ford doesn’t muck up the paddle-shifted automatic (anyone with a DB9 knows exactly what we mean here) with sloppiness . . . dare we say it . . . we could have ourselves another era of stylish, fun-to-drive Ford sedans. What a concept.

The Howling

2009-08-11T15:08:00.004-04:00

The howl at first was almost unnoticed.

When the original Pagani Zonda C12 was debuted at the Geneva Motor Show, it was sort of viewed as yet another upstart “supercar maker” that thought they could outgun the mainstay Italian breeds. Featuring the very highest technology in composite chassis development paired with an exquisite hand-made interior and thundering Mercedes V12 engine, it truly brought together the best of every world with respect to the world of supercars.

Interestingly, and of note to tuners and engineers everywhere, Pagani was working on chassis components and weight reduction long before thinking about monster power. The C12’s powerplant was lifted almost untouched from the Mercedes S/SL models. It was only with later iterations that AMG was contracted to increase power. As the saying goes, power is nothing without control — it seems so many looking to enhance performance have never learned this approach.

Combine the amazing handling with an intense approach to aerodynamics and you get an extremely slippery drag coefficient, helping the Zonda accelerate at an unbelievable rate. What’s even more extraordinary is the accompanying experience. The sheer noise coming from those quad “Gatling” exhaust pipes is absolutely hair-raising. Also, whereas most supercars tend towards the stripped-out cockpit approach, the cabin of the Zonda is painstakingly crafted out of the best materials money can buy. So you get the driving experience plus all the creature comforts you could realistically want in an automobile of this status.

The interior is an amazing blend of carbon fiber, leather, satin-finished aluminum, and over-the-top design effort. Only five were built. Three were sold to customers at a cost of $320,000 apiece. The 6.0L C12 accelerated to 60mph in just over 4 seconds, and hit the quarter mile in around 12 seconds, trapping at 124mph — and this with only 400hp.

The howl grew into a shriek.

Over the course of the next several years, better and faster variations emerged. The engine grew to 7 Liters (C12S), then 7.3 Liters (C12S 7.3, Zonda F). Power increased dramatically with the involvement of Mercedes’ tuning division, AMG, to over 650hp in the Zonda F Clubsport. Various racing versions have been created, including the 6.0-Liter Zonda R Clubsport, which squeezes out an astonishing 750 horsepower.

Lest we forget, there have been roadster versions of both the C12S and the Zonda F/Clubsport. Unlike most other drop-tops, where additional structural support increases weight dramatically, the Zonda Roadster is about the same weight as the hardtop. To find out the advantages of having no roof in a car like the Zonda, simply find the nearest tunnel and stand on the gas. The howling will freeze your blood and chill your very soul.

Most recently, a special limited-edition (”limited” having a new definition within the realm of Pagani) Zonda Cinque was announced, with a price tag of nearly $1.5 million . . . and, of course, a run of only five. Power is up to over 675hp from the monster AMG 7.3 Liter V12, and a sequential manual adds to the race-car effect. Standstill to 60mph is blurred in less than 3.5 seconds, and the cornering forces of nearly 1.5g will reposition the skin on your face.

Around 2010, a new Zonda model will emerge, with even more power, more radical styling, and — crucially — U.S. compatibility. And now that the howl is now a feral scream heard ’round the world, company founder Horatio Pagani will never have any lacking of respect and admiration. In a decade, his vision created works of art that many agree are better in every way than rival models from Ferrari, Lamborghini, or Maserati.

Can you hear it?

Sports Cars In Miniature

2009-08-10T18:41:00.004-04:00

Time warp with us back to 1986 one more time, to a fabulous creation by Alfa Romeo known as the GTV-6. This was essentially a hatchback version of the Alfetta sedan with a wonderful 2.5 Liter V6 swapped in from the Alfa 6. Think along the same lines as a half-price, much swoopier first-generation BMW M6, or a even an larger, upmarket Isuzu Impulse, and you’re getting close. The same thought process prevailed — a midsized touring car with good looks and an even better powerplant.

That engine is what really carries the impact of this car’s significance, even more so than the perfect weight distribution achieved by putting the transaxle in the rear. The resulting perfect handling is a true joy when piloting the GTV-6 down a twisting back road, but that engine note is beyond perfect. It’s sublime.

A couple countries’ distance away, Porsche looked at their 924, with its paltry 110 horsepower. Then they looked at the 944 parked right next to it, with it’s 928-V8-chopped-in-half engine featuring 144 horses. The higher pricing meant slow sales, something they could not afford to have, especially right after the 924 model had essentially bailed them out of the gas crisis. They looked back at the 924. Even with a turbo installed, something wasn’t quite right. The smoothness in regards to power output and driveability wasn’t really there. They looked at the 944 again, itself an evolution of the 924 platform and its direct replacement. Hey! Let’s take the 2.5 Liter from the 944 and dump it in the trimmer, lighter 924!

The result is quite an amazing niche car — the 924S. True, the existing 944 Turbo could leave it behind, say nothing of a 911. But for the briefest of moments, this was the best all-motor budget Porsche to be had: faster than a normal 944 due to less weight. Priced under $20K, it featured 150 horses, 25 more than the standard 924. Standstill to 60 could be had in under 8 seconds, and handling was a high point, with near-perfect weight distribution thanks to the rear-mounted transmission (are we sensing a pattern here?).

Today, this same car plus 60-70K miles can be had for less than six grand. You should be emptying your pockets at this point, and well on your way to the classifieds! Soon after, more powerful 944 models emerged, and by 1989 the 924S was no more, as Porsche began focusing on a more upmarket direction. If you can live with the rather plain, minimalist interior, this is your budget Porsche.

With the introduction of the Mark II Celica Supra in 1982, Toyota introduced a sweeping new design with popup headlights, and a rear sunshade meant to thumb its nose at the louvers of Nissan’s Z cars. Today, of course, the Supra is very reknowned amongst petrolheads thanks to the 1993-1998 Mark IV model and its seemingly indestructible engine — several tuners have extracted over 1000 horsepower from its hellish depths.

For those of us not looking for a 10-second quarter mile (and something more monetarily manageable), the 85-86 Celica Supra is a very good find. As the last years of its generation, the 2.8 Liter DOHC inline six was bumped to over 160 ponies, which enabled 60mph in less than 8.5 seconds. The rear spoiler was changed to a two-piece version, and Toyota added defogger-equipped side mirrors, factory theft-deterrent system, and auto-off lights with illuminated entry.

As with all 1982-1986 Celica Supras, you can choose from “Performance-Type” or “Luxury-Type”. Naturally, human nature would want those two combined, but there you are. Mechanically, there is no difference, but our choice in this case would be the “P-Type” with its fender flares, analog dash, limited slip diff, and optional leather interior and headlight washers. Prices range from $3K-$5K for examples in good shape, but you’ll be hard-pressed to find one under 100,000 miles. But with Japanese reliability, that normally isn’t a problem. Go Z hunting.

Subaru has always been just that little bit different. Much like the neighborhood kid who insisted on keeping to himself all the time and peering at you from behind the curtains as you walked past his house. Particularly in the 1970s and 80s, you got some of the funkiest designs and features from Subarus. Some called them “unique”, others were much less kind. The XT6 was one of the keepers.

From 1988-1991, Subaru’s wedge of cheese was stuffed with a 2.7-Liter Flat Six engine. The 145 horsepower eminating from within didn’t exactly scream “Porsche”, but it was much stronger and smoother than the turbocharged XT previously available. The suspension, which could be lowered and raised, was beefed up to support the heavier engine, and the power steering unit was upgraded to a unique variable-assist system that eliminated the standard power steering pump.

All this sounds halfway interesting, but in the end, it was a design exercise (along with its successor, the SVX) that never really did much in the way of advancing Subaru’s popularity. Gadgets abounded, such as headlight washers, steering wheel with a single vertical and a single horizontal spoke, pistol-grip shifter, and an instrument cluster that tilted with the steering wheel. Room inside is decent, trunk space isn’t bad, and when prompted, the cheese wedge can move down the road quite well (due in part to its extremely aerodynamic properties), emitting that distinctive flat-cylindered engine wobble. Some find it quite addictive. If you want to turn heads, plan on spending 3-4 grand on a good example with a manual shifter.

Mitsubishi has a reputation among us car nuts for making some great cars with hairdryers under the hood, cleverly disguised as turbochargers. Models such as the 3000GT, all the different Eclipse and Lancer Evolution variations, and the Galant VR-4 owe their existence to the 1982-1990 Starion. It featured a 2.6-Liter turbocharged engine and rear-wheel drive, and rowing the stick vigorously could get you from here to there with great aplomb. Opt for the widebody version, and it’s quite a looker too, with a more chunky appearance than most doorwedge shapes of the period. The aerodynamics were quite well-designed for the time period, and the resulting slippery-ness was responsible for the Starion’s reputation as one of the world’s fastest mass-produced cars.

Admittedly, this engine won’t respond to drastic tuning quite the same way the Eclipse/Evolution’s 2.0 Turbo would, for example, but there are modifications to be had in the way of chipping and turbo/intercooler/exhaust upgrading. And since many Starions (today around the $came with a limited-slip differential and anti-lock brakes, you can worry less about spinning off into a ditch and more about trying to stick with that 3-series that’s irritatingly quick through the bends. As with most 2+2 cars, rear passengers will need to be either circus midgets or pets. No pet giraffes, however.

FLASH -- New 2010 Porsche 911 Turbo Unveiled

2009-08-09T16:42:00.004-04:00

We interrupt our regularly scheduled droning to bring you the latest work of art from Stuttgart. Featuring the first all-new engine in the entire history of the 911, the latest 911 Turbo pushes out 500 horsepower (up 20 from the current model) while maintaining -- get this -- over 24 mpg. Those figures, when applied all to the same car, are quite astounding, and proves more than ever that great speed can be had without sacrificing fuel economy. And that makes us happy.

While other misguided manufacturers pursue electric joy-killing robot cars, a few can still keep the faith and produce amazing fun machines that get better gas mileage than a great many family sedans. Also, the first new engine in 35 years . . . imagine a band coming out with their first new album since 1975. But who cares -- power is up, CO2 emissions are down (if you care about such things), Direct Injection is present, PDK is offered, and the striking new exterior trimmings first drooled over on the new GT3 are applied.

So buy one, and you'll hit 60 mph in a staggering 3.5 seconds en route to a glorious awakening of the soul. We can't wait for it . . . and the aftermarket tuners that will follow.

Lavishly Inexpensive

2009-08-08T11:16:00.011-04:00

To the majority of car-buyers on the road today, the term “luxury” means that their brand new Buick LaCrosse is equipped with a windshield and seatbelts. If they spring for all the options, they might receive something known as cruise control. Ladies and gentlemen, this ought not to be.

We have travelled the world, and seen many things. Thusly, in this time of receding Walls and Streets, we feel the need to disclose options for those of you for whom a new Kia simply is not adequate (and leaves you with a revolting monthly payment to go with the cheap design) . Luxury, class and style can be had . . . and for relative pennies. Pennies in this case meaning, in an astounding fashion, under $5,000. Impossible? Read on.

Mercedes and their ubiquitous three-pointed throwing star are no strangers to those shopping for a bit of prestige in their marque. Without venturing into V12 territory, the top dog V8 has to be the spacious 1986-1991 560SEL. Where else could you find so many options for so little? Naturally, we got shafted engine-wise, with our 5.6 Liter V8 restricted down from 300 to 238 horses. Some aftermarket or Euro-spec parts can easily change that. A brief summary of features, many of which are market firsts: dual airbags, traction control (on 1990-91 models), ABS, door courtesy lamps, 8-way heated memory front seats, power memory steering column, 2-way power heated rear seats with 4-way adjustable headrests, automatic climate control, hill-holding transmission, self-levelling hydropneumatic suspension, and advanced cruise control.

Audis may be mostly driven by German cement salesmen, but they build some fantastic cars. Another thing they do well is superglue engine blocks together. The lauded W12 engine, for example, is simply a couple of narrow-angle VR6s ziptied together. Brilliant! Another great specimen hails from the late 80s, when the need for a V8 arose. Simply chain together two 16v Golf engines lengthwise and drop it into the top-level 200 model. Brilliant! The 1988-1994 Audi V8 was born. Our pick would be the 4.2 Liter version with 275hp. Understated in appearance, it featured all-wheel-drive, unlike most competitors. Don’t be fooled by the outward appearance, however. Many considered it to be a better full-size luxury car than the vaunted Lexus or BMW/Mercedes rivals. Brilliant!

Speaking of Lexus, they made their name as we know it today with the 1989-1994 LS400. This was among the first luxury sedans to feature digital A/C readouts, power adjustable shoulder belts, front seat heaters, an electrochromic rear-view mirror, auto-off headlamps, power-adjustable memory seats, soft-touch controls, electroluminescent Optitron gauges, and the first automatic tilt-and-telescoping steering wheel with SRS airbag. You can have an air suspension to raise or lower the vehicle, a Nakamichi premium sound system, and an integrated cellular telephone with hands-free capabilities. Under the hood is a 4.0 Liter V8 that you’ll never hear because the cabin is completely quiet. Even by today’s standards . . . which Lexus set in the first place.

It may be hard to comprehend getting yourself a German V12 supersedan for under the five grand mark. But it is, indeed tangible, in the form of the excellent 1986-1994 BMW 750iL. Pamper yourself with such options as integrated telephone and fax machines, a wine cooler, double glazing, heated door locks and windscreen washer nozzles, electronic stability control, a system that automatically increased spring pressure on the windshield wipers, to keep them firmly pressed on the glass at Autobahn speeds, dual rear radio controls, dual independant rear climate control with coolbox mounted in the center console, electrically heated and adjustable rear seats, walnut veneer folding tables, two crystal glasses neatly placed in the coolbox, legrests, and sun shades all around the rear/side windows. Three hundred horsepower and a wall of torque will power you to infinity and beyond with remarkable calm and poise.

We’re going to shock ourselves and throw in the 1998-2002 Lincoln Town Car. Before you fume smoke out your ears and demand our somewhat attractive severed heads be delivered to you on pikes made of the finest bamboo, consider a few things. Town Cars of this era come highly praised from the chaffeurred among us in the areas of comfort, quiet ride, and interior space. So while every other car here will absolutely leave you for dead on any type of road (something our shop is working on rectifying shortly), you’ll be whisked along with just as much comfort, and be the envy of all the octogenarians in sight. Something you’ve no doubt always longed for.

Rounding out this group is another fantastic luxury sedan. When launched in 1990, directly on the heels of Lexus’ smash hit LS400, the Infiniti Q45 seemed a bit less posh and featured a muscular 4.5 Liter V8 with 275 horsepower. The minimalistic approach to luxury (still no Honda Accord, mind you) seemed to offput prospective buyers, so in 1994 Infiniti relented and added the chrome grille, wood trim and plusher seats that seemed to be preferred. In so doing, they dimmed the performance a tiny bit, so you are free to pick from either style. This is quite a quick car, besting most of its rivals you see here. We like the Q45t, which is the Touring model and keeps most of the sportier features.

The amazing deals above all feature boku horsepower, amenities that surpass even many of today’s offerings, unwavering build quality for several hundred thousand miles, and most of all, a spacious and comfortable passport to anywhere. Endless traffic will dissolve, velvet ropes will part, and your survival of lean times will be ensured with panache. And all . . . all for less than a downpayment on some new pseudo “luxury” econobox. Why does anyone buy new cars?

Save Yourselves!

2009-08-07T16:51:00.007-04:00

These days our planet is in grave danger. Global warming threatens to bake us all around 1 degree Fahrenheit over the next one hundred years. Run for your lives. Critics gasp and choke over nonexistent pollution from SUVs and the current hypercar offerings, all the while ignoring the belching black clouds of smoke exuding from the semi-trucks worldwide that trundle along our highways to make their life happen. To them we wish the very best of luck convincing the millions of rural diesel pickup owners that they really would do better with a Prius. We hope some backwoods hillbilly shoots them with a double load of rock salt. That will sting a mite, but they can take painful solace in the fact that salt is environmentally more friendly than lead.

Those with either a political agenda or that stand to make money from alternate fuel technology insist that our resources are running out and we all need to start buying cars with extension cords. Scientists may disagree, but what do scientists know? It’s not like they’ve been studying such things their whole life or anything.

In the face of such imaginary oncoming peril, we recommend you arm yourself with your very own supercar. Granted, the average person doesn’t have a spare quarter mil buried under the couch cushions to drop on a new exotic. But fear not – there is quite a selection to be had for under $50,000.

That’s hand-built, made-for-speed-alone supercar for less than you would (hopefully not) spend on an Escalade.

For the least amount of money and the best build quality, look no further than the 1991-94 Acura NSX. With nothing more than a Legend V6 and some high-tech heads attached, Honda went head-to-head with Ferrari’s 348 and completely showed it up, resulting in Ferrari’s mad scramble to produce the improved 355. Proving that you don’t need cubic inches to provide scoot, the 3.0 Liter sent the lightweight NSX howling down the road at an amazing pace with an unearthly howl to match.

Handling is easily better than anything this side of a slot car. The balance alone, a result of near-perfect weight distribution, is sublimely neutral, giving you the sense of complete control through corners. On top of all this, it’s made by Honda, so you know it will last a good five years past forever, all for much less than the price of a new Corvette, which has appalling build quality, thanks to GM’s profit-first mentality. We found examples with under 50,000 miles for thirty large, and began plotting a bank heist to raise the money.

Shell out about $10,000 more, and you can get yourself a pristine Ferrari with half those miles. Imagine the look on your coworker’s faces when you pull up in a sleek redhead like the 1985-89 Ferrari 328 GTB and announce you paid less for it than their ridiculous hybrid something-or-other.

Don’t imagine that it won’t keep pace, either. Thanks to its over-achieving mid-mounted 3.2 Liter V8, the 328 cranks out 270 horsepower and will race past 60mph in 5.5 seconds, roughly the same as the NSX. Of course, maintenance will be a bit more demanding (and do make sure the proper upkeep has been performed!), but anyone who’s ever owned anything built in Italy will tell you it’s all part of the experience. If you live in a sunny area year-round, go for the GTS model with the removable top to hear that legendary, spine-tingling scream when you lean into the throttle. All others need look no further than the GTB hardtop, which retains much stiffer body structure and will be cheaper to buy.

The 1982-88 Lamborghini Jalpa is something of an oddity. Every guy in the nation under forty can immediately identify the Countach, but the entry-level Jalpa is significantly less common. Even more significantly, it is infinitely easier to drive. Whereas its bristling, nuclear-powered big brother – and most supercars of that era – required machine tools to change gear or steer, the Jalpa was designed to be much more manageable.

With a compact V8 similar in size and power to the 328, you can assure the nearest tree-hugger that it gets better gas mileage than the Countach V12 . . . and then depart in a cloud of smoke and rubber and engine bellow. It is a tad slower than the 328 and NSX, but not by much, and pristine examples with only 25K miles can be had for under the $50,000 mark if you shop around. Comparatively, a Countach will set you back nearly double that amount.

Our award for doing the most with the least – and getting the quickest result – definitely goes to the Lotus Esprit. More specifically, before it gained the V8. Working with alien technology and turbocharging, the engineers in England voodoo’d 265 horsepower out of the tiny four-cylinder engine and sent it on its way. The fact that it will eat every other supercar mentioned here in a race to sixty and then outcorner them all is a true testament to Lotus’ unswerving devotion to lightness of weight and efficiency of engine. An unswerving devotion that allows it to indeed swerve circles around just about anything on the road today.

Peter Stevens, the reknowned McLaren F1 designer, gave the body a much better look in 1993. That, combined with the newly boosted engine output and newly available power steering, is the reason to shop for a 1993-95 model. Prices start at thirty grand for low-mileage models, and if you’ve got the urge to absolutely spank a Mustang GT while stopping for gas half as often – and looking twice as good – your chariot has arrived.

Our last but not least isn’t even a supercar, really. Truth be told, the 2002 Maserati Coupe GT is a Grand Touring car, made for comfortable long-distance cruises. Yet the mere fact that this magnificently styled four-seater Italian has depreciated to around $35,000 is impossible to overlook. Inside, there’s a pasture-full of leather and design to appreciate. Under the hood is a Ferrari-sourced 4.2 Liter V8, definitely to be appreciated also. And standing on the noise pedal will reveal all 390 horses lurking underneath, which will certainly make you appreciative on your way to a sub-five-second 0-60 run.

Make sure you snag a 6-speed manual version, avoiding the jerky, clunky F1 paddle shifted transmission. Revel in the classy overall look and feel. Savor the crisp engine note and response. Bemuse yourself with overpowering, outclassing and underspending your neighbor and his nondescript Lexus. Most of all, simply enjoy the pure speed and exotica that is now so readily available for so relatively little.

Now let’s find Al Gore and turf his lawn.

Pony Wars

2009-08-06T23:11:00.015-04:00

Does your buddy's classic Mustang bore you to tears? Do you start foaming at the mouth when yet another old-school Camaro is present? Dime a dozen, you think. If I hear another word about "Challenger this" or "HemiCuda that" I'm going to personally set fire to a member of the NHRA.

Well, put your thoughts of arson and homicide to rest. Your search for the underdog classic ponycar is at an end. May we present to you the 1968-70 AMC AMX.

Based on the longer AMC Javelin, the AMX was a compact two-seater sports car, the only such vehicle at the time besides the Corvette. As was customary in that day and age, you had a choice of several different V8s, compression ratios, and drive axles -- when did that go out of style?! Because those were compact V8s in a lightweight car, it didn't get bogged down as if the Jolly Green Giant was sitting on the hood. While other top dogs might have been able to outpower the AMX in a straight line, many found the latter to more than hold its own, and, in fact, be the better all-around car.

The one you want, naturally, is the 325-horsepower 390 V8 with a four-on-the-floor stick shifter. Just hearing that phrase gives us nightmares about a certain uncle and his speed-stricken brethren in scary sideburns and an even more frightening disregard for their own safety. All AMXs featured snarling dual exhausts, extra-wide rubber, and special traction bars in order to grab-and-go whilst the Mach I in the next lane looks on helplessly in a billowing cloud of its own smoke. If you need proof of this capability, look up who held the Super Stock title for several years. That would be the AMX.

Optional blacked-out scoops on the hood help beef up the otherwise sort-of ordinary front end, but the transition to the back is quite interesting, where strafed C-pillars and a full-length taillight strip differentiate it from the pack. Big Bad Blue, Orange or Green paint could be ordered, and brings to mind the neighborhood bully pummeling some poor sap with a road cone -- possibly what AMC had in mind with regard to the Big Three.

Starting in 1971, the AMX grew to be a four-seater, and was no longer a separate model from the Javelin. True, a larger 401 V8 could be had (until its demise in 1974), but some of the sportiness had been lost. Today the original AMX can be found for considerably less than any of its rivals, some as low as $10,000. As with nearly any car, the lower the price, the more work it may need, so you might not want to undershoot cost-wise. For the money, a finer classic musclecar cannot be found anywhere!

Price: $10,000-$50,000
Watch for: rust on the quarter panels/sill panel under rear window/lower A-pillar
First modifications: Edelbrock Performer intake manifold, replacement headliner and armrest
Best places to learn more: Hemmings, www.amx-perience.com