Lamborghini Aventador LP 750-4 Superveloce Roadster

The answer is V-12. The question is what is rare, powerful, makes extraordinary noises and in this case sits all by itself? All alone as in no turbos, no hybrid assist and of course, no supercharger. It is a 6.5 liter, 740hp, 12 cylinder, 48 valve wonder in the 2016 Lamborghini Aventador LP750-4 Superveloce.. An amazing, outrageous V-12 monster!

It features a carbon fiber 2-piece removable top, a carbon fiber passenger tub, scissor lift doors and
much more. This yellow example stands out like nothing else, it might be the least subtle car on the road. Deep rear diffusers, a carbon fiber wing, and the breakup of the lines with the roof removed is striking. A large, wide hood finishes off the front and the headlights feature an outline of LED running lights. This car is more transformer than anything else on the road.

A wide button on the door under the character line opens the swing-up scissor door by itself with an excellent damping motion, no worry about it swinging open too hard. Getting in is easier than some other cars with a particularly wide sill (McLaren P1), although it was still butt first. A yellow pull strap is used to bring it back down and the mechanical tolerance to close it is absolutely perfect, not even the slightest hint of slack.

Surprisingly roomy, it has good outward visibility with a very small triangular window at the base of the A-pillar that gives peeks of speed. Legroom is easily sufficient for a 6-footer and the carbon fiber backed seats were extremely comfortable, not even noticing any adjustment was needed in seat back or bottom, a very rare occurrence. Remember the Honda Del Sol? No? Well no matter, the Roadster has a small rear window that retracts downward. The gloss coat carbon fiber interior door panel isn’t for watches and bracelets though.

Turbos will muffle, electric vehicles may eventually kill it, but the V-12 is both a symphony and rock concert with volume control by the right foot and eagerly feeding the ears. Sound is such a necessary ingredient to the enthusiast’s driving experience and this monster has it in spades. Buffeting is minimal at speed and during start-up a whirring from the starter then a whoomph as the engine engages. Other sound bits include shrieking at full throttle, a zing during a rev matched downshift, rumbling at part throttle, a faint humming while driving during the cylinder deactivation, fans heard on the side from the huge intake at stoplights. Someone could write code for an EV’s sound
system to recreate this, but it would be really fake and really cheesy. Bystanders enjoy the concert from this marvel, but an intentionally fake-sound transmitting EV just begs for regulation and posers in skinny jeans.

When Lamborghini added magnetic shocks and revised the shifting of the single clutch automated transmission, and the stiff monocoque carbon fiber passenger tub, and improved steering it became a more attractive option to the owner, especially relatively uncompromised in terms of weight and stiffness as a roadster. And now, it’s a surprisingly good GT car. It’s a bit heavy and doesn’t flick in
transitions as easily like a lighter car, but it sure talks to you. In the Strada mode the ride is excellent, thanks to the inboard magnetic shocks, its firm but not punishingly so. The owner likes the Sport mode, right in between.

It isn’t without faults. The stereo is reported as terrible by any production car standards (I was busy listening to the other concert), and it needs an annoying manual re-shift to first gear when sitting at light for about five seconds. In the quest for higher horsepower, some low end torque is missing, if you can consider 509 lb-ft at 5500rpm a sacrifice, and the hit occurs at about 3500rpm. The stock exhaust sounds amazing and doesn't need modifying. The YouTube videos of exhaust revving mishaps are not from stock exhaust cars...

The owner weighed it at 3950lbs but it does have carbon ceramic rotors as standard to reel it all in. Despite the weight, the coupe still clocked a 6:59.73 at the Nurburgring. Essentially the record among all cars still in production. And one of the leading magazines ran a 10.6 second, 135mph quarter mile, it’s in a particularly rare field of performance especially among unboosted and non-hybrid vehicles.

Normally aspirated performance cars are becoming rare, and some are already commanding a premium new and on the used market. V-12s in particular are a dying breed. Hopefully they won’t be totally obsoleted, after all these rolling pieces of craftsmanship and engineering may stay around in the digital age the way analog watches have. The Aventador leads the way right now in purity and
outrageousness.

Oil change interval advice from Ask Rob About Cars

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See also: car & truck enthusiasts, mustang gt, oil change
Oil change interval advice from Ask Rob About Cars
June 5, 2016
10:29 PM MST
The shop where I have my car serviced has been urging me to change my oil in my 2013 Mustang GT California Special more often. I've owned this vehicle
since May 2012 and have 11K miles on it. Since I don't have time to drive it much I change the oil once a year since Ford recommends every 10K. The question
is should I change it more often or is once a year with synthetic oil okay?
Answer: Russell, modern engine oils and engine technology allow for the 10,000 mile oil change intervals. Keep in mind the manufacturer also offers a
powertrain warranty for up to 100,000 miles so a 10k oil change interval is not harmful under “normal” conditions.
What is the real oil change interval?
Owner
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If your trips allow the engine to fully warm up and the oil temperature to get over 200 degrees regularly to evaporate moisture, you’re probably just fine. Keep
in mind the manual says to start the engine every 15 days and allow it to reach normal operating temperature.
Ford puts particular emphasis on their oil life monitor stating a the oil change must be done within two weeks or 500 miles of the ENGINE OIL CHANGE DUE
or OIL CHANGE message. Should the monitor be accidentally reset or inoperative, Ford states to change the oil at six months or 5000 miles and never
exceed one year or 10,000 miles between oil changes. More extreme use as described in your manual will require more frequent changes and the readout
should reflect this.
If you want laboratory data to compare, I highly recommend Blackstone Labs for a $28 oil analysis www.blackstone-labs.com. What would be interesting is
how the oil life display readout correlates to the vehicle miles and the lab analysis.
Sponsored Content
This Is a True Performance Car Race [Watch]
By Castrol
This is the ultimate car performance challenge.
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Robert Eckaus
San Jose Cars Examiner

The Ford Mustang GT350 and GT350R review

It’s the exhaust system. It’s an eye widening, amazing mechanical roar, both exotic and muscular at the same time. And that is in the Sport mode. In the standard mode, it’s a quiet cruiser and an excellent grand tourer. Comparisons to the BMW M4 are immediate and inevitable, it is that dialed in. Ford took the already very good Mustang platform and enhanced the suspension and drivetrain, and based on past drives of the current the model, the some interior bits as well.

The 2016 Ford Mustang GT350 is Ford’s flat plane crankshaft V-8 answer to the Camaro Z/28 but is absolutely street friendly and less expensive. The non-R version has a starting MSRP $47,995. It features a 5.2 liter V-8 rated at 524hp at 7500 rpm and a healthy 429 lb-ft. torque at 4,750 rpm. The 8000rpm redline makes for a long, hard pull to redline. With the exhaust in the quiet mode, and 80mph cruise is as silent as the BMW 3-series.

Styling takes the great lines of the current GT and adds more aggressive touches without overtly showing off, besides the stripes, of course. Two sets of twin exhaust tips are on either side of the rear fascia. The rear spoiler highlights the rear fascia and which had brilliant styling already. The front end slopes downward more than the standard GT. It’s subtle and very well done.

This particular one is owned by an avid collector and track day enthusiast, who also happens to have a GT350R as well. The R is reportedly the most track focused of the street legal factory track oriented versions of various cars he has experienced. The exhaust is louder (if you can believe it!) due to the lack of an intermediate resonator.  His opinion is that the GT350R was an
extreme choice for daily driving, and offered a quite different driving experience than the wonderful non-R GT350 changed when it was discovered the shipping blocks in the springs weren't removed.  However the Pilot Sport Cup 2s are temperature sensitive in case you want immediate fun. He knows what he’s talking about, with plenty of wheel time in nonstreet legal factory race cars.

There are no complaints about the car. It noticeably comes into the power band at 3500rpm, even to a passenger and is fully exploitable. The GT350 and R have been clocked running low 12s in the high teens in the quarter mile. A very similar trap speed to the BMW M4 and Corvette C7 manual.

The seats are excellent and the available features and amenities include a navigation system, rearview back-up camera and heated and air conditioned seats with the Technology package. MagneRide magnetic shocks are included in both the Technology and Track packages make for a firm, not harsh and nearly perfect for a performance car on the roads that were driven. A standard feature, and unheard of in street legal production cars until now, Electronic Line-Lock. It keeps the front brakes engaged while power can be applied to the rear wheels to spin the tires and warm them up for an ideal launch at the dragstrip.

Fortuitously the opportunity to hot lap a GT350R and quite a few others at Mazda Raceway Laguna Seca presented itself shortly after the GT350 ride. And the R was simply fantastic. Everything about it was dialed in and despite a somewhat high hood line (not as bad as a Camaro SS), the only other two vehicles that have made such an immediately impression were the Audi R8 and Ferrari 458 despite having radically different layouts. It’s that good. The new Camaro SS, far better than the Gen. 5 from last year has the potential in Z/28 form but still will have detrimental sight lines. The ATS-V with its odd gearing, severe turbo lag and terrible Cue system isn’t even a contender. The BMW M4 is close, but the soundtrack isn't engaging and the limits aren't as brutal. Considering it further, it is reminiscent of the CLK63 and C63 Black Series cars on the track. Simply brilliant considering the weight and front engine layout.

Although dynamically different than the mid-engine exotics, the GT350R is supremely driver oriented with supportive seats, an excellent shifter, great turn-in, and a confidence inspiring level grip with no body roll and extreme traction that made one feel like a hero on the track. The engine sound with the windows open was awesome and the engine revs so high, one instinctively shifts early at 7,000 rpm. It is at that high rpm can the vibration from the engine can be felt in the shifter but that was only at full throttle. Makes one wonder how much vibration can be felt in other cars at high rpm when hiding vibration isn't a priority.

Torque was abundant on the track, following in a supercharged Cadillac CTS-V, the R would accelerate out of the turns quite nicely. Its performance level limits are seemingly immediately obtainable and not as intimidating as the Viper ACR. In a head-to-head comparison versus the amazingly capable Camaro Z/28, both driven by pro driver Randy Pobst, the R
was over a second quicker on the track. The only thing missing is a rev-match feature for downshifting. Note to Ford if ever offered: Don't put redundant buttons behind the steering wheel, the worst possible location.

Factoring in price, it truly deserved the Road & Track Performance Car of the Year. It doesn’t compromise, it is practical, has a quality feel, it's engaging and an excellent choice for a do-anything performance car. If you can give up the rear seats and plan on tracking it, get the R. It is simply a supreme track monster.

Update: Randy Pobst clocked a stunning 1:36.11 at Mazda Raceway Laguna Seca in the GT350R. An absolutely amazing time!

Photos here:  https://www.facebook.com/media/set/?set=a.917600731677972.1073741881.378354382269279&type=1&l=b3ef041c3b

Ferrari 488 GTB owner interview

Over three years ago I published a comparison article of the Ferrari 458 Italia versus the McLaren MP4-12C. Now the same owner has a Ferrari 488 GTB and was gracious enough to share his insights. Tony Gaples, owner of the Blackdog Speedshop and driver of the #11 Blackdog Speedshop Chevrolet Z/28.R Camaro in the Pirelli World Challenge GTS series broadcast on CBS sports is the very happy owner of the black model pictured here.

First some background on the Ferrari 488 GTB which is the replacement for the 458 Italia, considered by many to be the best sports car in the world. Dropping the normally aspirated 4.5 liter V8 engine that peaked at 597 horsepower in the Speciale model, the engine is now a 3.9 liter twin turbo V8 producing 661 horsepower and 561 lbs ft of torque at 3,000rpm. By all accounts it is an improvement over the 458 except in one area. Read on.

Q: How would you sum up the Ferrari 488 GTB?
Everything is amazing except the exhaust sound which is exactly the same as my M5. You can't feel the turbos, I think Ferraris should always be naturally aspirated.

Q: What is your overall impression of the 488 GTB?
My overall impression of the car is Ferrari makes some of the best cars in the world. The 488 is a quarter step past the 458. I would still say the 458 is the second best manufacturer built performance car you can buy. This after its replacement, the 488. It is fast, with physics defying handling and amazing brakes all wrapped in a user friendly package with some of the best looks, which were carved in the wind tunnel.

Q: What do you like the most about it?
What I like the most can also be said about all the mid-engine Ferraris. They are like a motorcycle on four wheels. Frantic acceleration with an incredible suspension, stop-now brakes and great ergonomics.

Q: Is there anything you don’t like about it?
There isn't much to not like with the 488. Even though the turbo power comes on as if they weren't there, I feel Ferraris should be naturally aspirated. The exhaust note still has a Ferrari sound to it but not as intense as prior models without turbos. I'm not sure if I have an electrical glitch, but under heavy braking it turns on the hazard lights. This I don't like at all. I don't want to advertise how fast I'm scrubbing off speed.

Q: Any surprises with the car?
No real surprises, but I'm glad Ferrari has finally adopted a keyless ignition since you had to hit a start button anyway. Also it’s neat to have a speedometer and tachometer for the passenger. The exhaust note is reminiscent of a BMW M5, yet louder and more bravado but still definitely a Ferrari.

Q: Ferrari purposely tuned the power delivery to mimic a naturally aspirated engine. What is your feedback having experienced this?
The power and torque curve has a very naturally aspirated feeling. There's always a kick in your back with any press of the go pedal in any gear. Hard not to like, but again I prefer naturally aspirated.

Q: What differences and improvements that you noticed versus the 458 Italia?
If you had a 458 it's a natural progression sitting in the cabin if the 488, not much has changed and what has is for the better. I'm not missing a thing. The improvements are all small. More power and better usability over the 458.

Q: What about a 458 Speciale, the last normally aspirated, non-hybrid assist, mid-engine Ferrari?
I also own a 458 Speciale and will probably keep that car forever. The pinnacle of the 458's.

Q: Any plans to track the car, especially given your level of experience and knowledge?
Even though the 488 GTB comes out of the box ready for race track, I suspect I'll never take on there because if I'm at a race track I'm generally working on my #11 Blackdog Speedshop Chevrolet Z/28.R Camaro or trying to squeeze out better times from my 2014 COPO Camaro depending on the track. Note: Tony’s Copo Camaro is a deep 9-second, 140+mph dedicated drag car.

Q: Turbo cars are easy to modify with increasing boost, would you ever consider it or have you looked into it?
I don't anticipate playing with the turbos on the 488 for more power, but we may see some Blackdog turbo packages for Camaros and Corvettes in the future.

Q: Assuming McLaren has made improvements to their cars over the years, would you consider a 650S or 675LT?
After the McLaren MP4-12C I've been soured on buying another McLaren. They may be much better cars now, but I'm not going to take the risk to find out.

Q: Any final words?
It’s fast as (insert favorite expletive here)! In any gear.

The 2016 Porsche Cayman GT4 might be the optimal sports car

What more can be said about the Porsche Cayman GT4 that hasn’t been said already about the Cayman S and GTS? Take the best the best sports car under $100k, give it more power, grip and aero, keep it under $100k still, and it keeps the title. And of course, one of the best overall sports cars period. Mid-engine, light weight, powerful and Porsche quality adds up to a near perfect package.

This 2016 GT4 is a gorgeous Sapphire Blue on 20” thin spoke wheels showing lots of big brakes and red calipers. The 20” wheels allow and dictate great body curves with an aggressive but not overly obtrusive wing. Porsche Carbon Ceramic Brakes, also known as PCCBs were not chosen due to the cost of the option and replacement cost if the car is tracked regularly.

This GT4 will likely be tracked at least once, and always driven with passion. The owner knows Porsches and previous cars he’s owned being a 996 GT3 and 997 GT3 RS 3.8 with lap times at Mazda Raceway Laguna Seca of 1:37.7 and 1:36.369 respectively on Hoosier R6 DOTs. So rest assured this car will be driven as designed, and represented very well. Tidbit: The GT4’s front axle from the 911 GT3.

Typical Porsche quality and workmanship is featured throughout the cabin, even the pull straps in lieu of door handles are designed and installed with care and a smooth, bolt-action precision feel when opening the door from within; from a pull strap mechanism, no less! The deep, one-piece carbon fiber backed lightweight sport buckets from the 918 Spyder are very comfortable once you get used to the
fixed, upright backrest angle. However, they have an extremely wide range of height adjustment and plenty of leg room. One interior complaint is the parking brake switch, never knowing which direction activates it versus release, and the sound is noticeable. Sometimes leaving an intrusive manual lever is best.

The GT4 3.8 liter boxer 6 cylinder engine is from the Porsche 911, supposedly filling up the available space so that the PDK dual-clutch won’t fit, leaving only a manual, albeit with very tall gearing, one of the few complaints about the car. Rated at 385hp, Car & Driver magazine tested it in the ¼ mile in 12.3 seconds at 117mph; roughly the same as the new Corvette manual. This is easily a high 11-second car if it had the PDK transmission, especially with more aggressive ratios. The EPA rating isn’t exceptional at 18 city and 23 highway. Do you care about that in a high performance car? The curb weight is only 3,050 pounds!

The owner reports the brakes are extreme, the massive rotors along with the 245-front, 295-rear Michelin Pilot Sport Cup 2s mounted on 8.5” and 11” wheels had a 70mph-0 braking distance of 151 feet which is exceptional. Understeer has been reported by the magazines but keyboard warriors probably don’t know an aggressive, track-oriented alignment could change that. From a lapping perspective, Randy Pobst, clocked a 1:37.43 at Mazda Raceway Laguna Seca. This is quicker than the new Corvette and any other sub-500hp car. except of course, a 997 Porsche 911 GT3 RS 3.8 liter. Motor Trend used to have a summary of their excellent "Laguna Lap" reference, but now Fastestlaps.com is keeping track for therm.

The sport exhaust has a great tone, very sporty yet not overly obtrusive nor obnoxious. It fits its size, power and intent. Especially with the auto rev-match downshifting which makes anyone sound like a pro. The Cayman GT4 is easily a daily driver or a track star with a purity that is quickly going away: Normally aspirated, light weight, rear wheel drive, no hybrid assist, manual transmission yet still livable and practical enough despite the mid-engine layout with impressive performance. Does it really get any better?

Pirelli World Challenge is the best racing you have never seen

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
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Pirelli World Challenge is the best racing you have never
seen
December 15, 2015
7:38 AM MST
On Sunday, September 13th of this year, the best racing in the western hemisphere concluded its season at nearby Mazda Raceway
Laguna Seca but few actually witnessed it. Why is it so good? Because the Pirelli World Challenge GT cars are closely related to what is
sold to the public, it is a 50 minute sprint, and the action is fierce. The short race duration means it is easy to follow without a
scoreboard, there is no pit stop, driver change or fueling strategy. It is intense and spectator friendly.
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The problem is awareness, competition from another series, lack of a timely broadcasts on a major network and overall malaise
regarding auto racing in the US. Imagine seeing your favorite exotic and performance cars racing neck and neck in a big group of twists
and turns. These are not overweight, under-tired, under-braked special construction cars that go around in circles with no relation
whatsoever to what is on the street.
This series features raced prepped models such as: Ferrari 458, Porsche GT3, McLaren 650S, Mercedes SLS, Audi R8, Bentley
Continental, Nissan GT-R, Aston Martin Vantage, Dodge Viper, Lamborghini Gallardo, BMW Z4, Cadillac ATS-V* and Acura TLX*. The last
two are notable because of the extreme modifications to allow them to participate and be competitive. The ATS-V is essentially a
purpose-built race car with the engine relocated much further back in the chassis. Same with the Acura but all wheel drive is added. So
neither translates well at all to the street version, but manufacturer involvement is always good and the racing is close.
For some reason there are no privateers racing Corvettes unlike past years. The base LT1 engine would need modifying and the Z06
LT4 engine is unsuitable for motorsport circuit racing because it is supercharged. Next year will likely see the Lamborghini Huracan
making an appearance. And soon the Ferrari 488 GTB will show up as well, but detuned like the McLaren, down to roughly 550hp to
keep parity. Parity is always a topic of debate, the desire to keep the racing close yet still let the cars do the talking. Since the Viper,
McLaren, Ferrari are all over 600hp stock now, and Porsche has had 600hp-plus production engines, it would be a good time to let the
cars run at stock power levels instead of de-tuned.
The series had multiple support races occurring over the weekend as well as some vendor booths for the fans that always have some
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really cool clothes, memorabilia, artwork and more. The Maserati Trofeo race sounds and looks great, but isn’t the fastest. Unfortunately
the Pirelli World Challenge (PWC) series is diluted with multiple, slower classes that make tracking and caring the results too
complicated. GTS, GTA, TC, TCA, TCB etc. is just too much. Granted amateurs should be recognized as well as the pros, but this many
classes just makes for a big, “Who cares?” Most fans just want to know the finish order, not what classes did what. It was purer when it
was just GT and Touring Car only.
The final race was an exciting one, with hard charger Olivier Beretta moving up from 12th in his Ferrari 458 GT3 challenging Johnny
O’Connell in the factory Cadillac ATS-VR GT3 for 3rd place with 10 laps to go. A bad pass attempt by Beretta spun them both, and a
drive-through penalty still had Beretta ahead of O’Connell for the series championship but unfortunately contact with the wall 4 laps
before the finish gave the championship O’Connell and Cadillac, their 4th consecutive one. Just shows what a great race car Cadillac
built and what a great race car driver Johnny O’Connell is. Even if you scoff at a factory effort, special construction car competing against
the exotics, it is still a notable accomplishment.
Next year Nissan will be involved with the GT-R (one of the taller race cars), the aforementioned Ferrari and Lamborghini will appear as
well as the Mercedes AMG GT. The Pirelli World Challenge series will be in the Bay Area twice in 2016. First at Sonoma Raceway the
weekend of September 17th & 18th and back at Mazda Raceway Laguna Seca October 8th & 9th. Don’t miss it this time!
Robert Eckaus
San Jose Cars Examiner
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The 2015 San Francisco International Auto Show review

7/3/2016 The 2015 San Francisco International Auto Show review | Examiner.com
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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, san francisco auto show, porsche, corvette
The 2015 San Francisco International Auto Show review
November 23, 2015
6:25 AM MST
The 58th annual San Francisco International Auto Show is being held Saturday, November 21st through Sunday, November 29th at the
Moscone Center featuring thirty-eight of the major manufacturers in in the world. Skipping Thanksgiving, the show hours go until 9pm
Dodge Charger Hellcat, 707hp.
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except Friday and Saturdays until 10pm.
Tickets are a bargain at only $10, and children under 12 are free. Just make sure they respect the cars… Numerous special attractions are
always part of the show such as special interest vehicles and driving simulators.
Test drives are available, and although downtown San Francisco is hardly ideal, bumpy city streets and a short stint on the highway can
reveal a lot. Ford, Mazda, Mercedes Benz, Smart and Toyota all offer test drives, including some electric models. If you're attending or a
shopper, be sure to stop by the Myhopscotch.com car buying service booth and enter to win a $1000 cash prize. Changing the car
buying experience, they claim a $4480 average savings for their clients.
The Academy of Art Classic Car Collection is always impressive, with excellent examples on display. Be sure to find the Auto Salon, it
can be easily missed in the Esplanade Ballroom. Race cars from past and present in Gasoline Alley can have some highlights as well as
real duds. The Ferrari Club of America is gracious enough to have cars on display, always an open question of what will be there, past
and present models.
The classic car collection is a must see for aficionados but this year but the Ferrari display is by owners and has no new models. Some
of the featured cars from each make are roped off. The Corvette Z06, the Hellcat Charger, Cadillac CTS-V, Lexus GS-F, Porsche 918
Spyder, Audi R8, and Ford GT350 could not be accessed. There is no Viper or Viper ACR, no Acura NSX, no Ford GT, no Porsche GT3,
or any new Ferrari. Bentley and Maserati have limited access areas for good reason because their cars look amazing. How they manage
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 The 2014 San Francisco International Auto Show review
 The 2013 San Francisco Auto Show Review
the crowds and sticky hands from children must be a sight to see. The Japanese automakers seem to all be moving towards taillights
that sweep forward into the side body of the car, a trend they really need to move away from, and quickly.
Surprises included a Pagani Huayra, Bugatti Veyron, and the Porsche 918. The race car display should be relocated to the esplanade
where the Auto Salon cars are located since they are harder to find and far more interesting. However since many are roped off with
hoods closed, repetitive four door sedans and few if any fact sheets, it was rather boring along with limited photo opportunities because
of being parked so close together and roped off. The “stance” cars all look like they have broken axles and as for the modified ones, an
enthusiast in California would ask how many have actually seen a track or a passing smog certificate? In theory, with 40 awards to be
handed out, just nearly every car there can win one. It is a must see, regardless of your opinion of them.
The show is excellent, providing variety for everyone and for only $10, a bargain while parking will cost more than the entry fee. The
spokespersons in attendance are knowledgeable about the cars for the average shopper and if they don’t know an answer, are able to
obtain answers when asked. The show appeals to enthusiasts, shoppers and the curious looking for something to do. Be sure to attend
the best new car auto show in Northern California.
Robert Eckaus
San Jose Cars Examiner
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The Quail Motorsports Gathering expands in 2015

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, the quail
The Quail Motorsports Gathering expands in 2015
October 27, 2015
7:40 AM MST
Not much can be said about The Quail automotive event that hasn’t been already. Held on Friday, August 14th at The Quail Lodge and
Golf Club in Carmel-By-The Sea. It was the must-attend event on that day. When one stays at a “car show” from 8:30am to 4pm as an
attendee, you know it is something very special. This year, barely able to wrap my head around its awesomeness, I finally set out to
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experience a variety of cuisines and they were amazing. This year the show expanded across the street at the expense of very close
parking to include additional displays, vendors and food tents.
Ferrari was prominently on display this year, whether it was the spectacular custom coachbuilt Ferraris that seemed underappreciated, a
gaggle of F50s which is almost unheard of in the US or a couple of LaFerraris with stunning paintwork.
Other categories were the Long Tail Cars of Le Mans, Iconic Pre-1965 Porsches, Pre-War Sports & Racing, Post-War Sports, Supercars,
and Sports & Racing Motorcycles. The manufacturer displays were amazing as always. BMW in the center with their colorful 3.0 CSL
Hommage R, Bentley had their stunning 1/1 EXP 10 Speed 6, Lamborghini President Stephan Winkelmann presented the world debut of
the Aventador LP 750-4 Superveloce Roadster, Pagani had a large display with a bunch of cars cleverly spread out for lots of photo
opportunities. Porsche had the 911 GT3 RS and the previous generation RS 4.0. Also, Acura, Audi, Cadillac, Koenigsegg, Lincoln,
Maserati, Rolls Royce (that Wraith!) and others all had the latest or amazing on their stages. The stunning Speedback GT, a rebodied,
reimagined Jaguar XKR by David Brown Automotive harkened back to the days of custom coachwork sports cars.
Speaking of custom, the Coachbuilt Ferraris were extra special. Based on the blazing fast F12 grand tourer, the elegance of the Touring
Superleggera Berlinetta Luso matched the name beautifully. Another highlight was the visit by the Ford GT350s who were racing at
nearby Mazda Raceway Laguna Seca. And several of those GT350s were brand new if you catch my drift…
The food pavilions featuring the cuisines from Bangkok, Beverly Hills, Chicago, Hong Kong, New York and Paris were absolutely
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SUGGESTED LINKS
 Ten years of The Quail sets the standard
 The Quail, A Motorsports Gathering overwhelms the senses
 The 2014 Quail A Motorsports Gathering is a Monterey Car Week exclusive treat
delicious, representing locations of the Peninsula Hotels. Spending the entire day from media preview to close meant sampling nearly
everything. Unfortunately, this meant missing the nearby Bonhams Auction although the walk there was like attending an exotic car show
in itself. In the other direction, the Porsche Zentrum building featured the Porsche Cayman GT4.
Always entertaining, the Fireside Chat with German Formula One Champion Jochen Mass delighted the crowd with accounts of his 114
Formula One World Championship Grand Prix races while interviewed by Alain de Cadenet.. British Sports Car Racing Champion Derek
Bell and his son, Justin Bell, British racecar driver and renowned U.S.-based media personality traded stories from their combined
decades-long careers on the main stage .
In the morning, The Honorable Sir Michael Kadoorie, Chairman of The Hong Kong and Shanghai Hotels, Limited, joined by William E.
Connor and Christian Philippsen, opened the day by detailing plans for a new international automotive award, The Peninsula Classics
Best of the Best. Starting in 2016, the new award will bring together the best of show winners from six of the top concourse events from
around the globe to The Quail stage, to compete for the title of the most exceptional car in the world. Truly a destination event in itself.
This year, the Best of Show went to the 1968 Alfa Romeo Tipo 33 Stradale seen in the slideshow. Exclusive, and expensive, it is a unique
and splendid experience that every enthusiast should include on their bucket list.
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Robert Eckaus
San Jose Cars Examiner
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The McCall Motorworks Revival party of magical machines with tires

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, laferrari
The McCall Motorworks Revival party of magical machines
with tires
September 7, 2015
5:20 PM MST
Kicking off the Monterey Car Week, Gordon McCall’s Motorworks Revival celebrated its 24th anniversary on Wednesday, August 12th.
Amazing machines on display at the Monterey Automotive Weekend kickoff party.
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Held at the Monterey Jet Center in two hangers, the party once again thoroughly entertained all who attended. Starting at 5pm with a
photo opportunity and being greeted with a flute of Champagne, it was a red carpet experience.
Seemingly more aviation themed than the past few years, automotive and motorcyclist enthusiasts were not disappointed. There are not
many other events where you can speak with Horace Pagani in front of his artful supercars or with Christian von Koenigsegg at his One:1
display.
There were many other notable displays. Honda brought their new NSX as well as the HondaJet aircraft, Maserati, Singer Porsche,
McLaren with a 650S Spider and 570S and seeing the new Ford GT in person was a real treat. Mecum brought in vehicles to preview
before their auction at the Hyatt as well which was another photo opportunity.
Tickets started at $350 or $425 the day of the event, but besides the airplanes, helicopters, and all types of wonderful automobiles,
guests enjoyed complimentary champagne and wines from Bernardus and Roederer Estate along with delicious hors d'oeuvre and lite
bites, an oyster bar and various desserts. It was quite divine from a culinary perspective besides a visual perspective.
Benefitting the California Highway Patrol 11-99 Foundation for spouses and children of fallen officers, an auction was held featuring a
1956 356 Porsche replica, a Baume Mercier Capeland chronograph timepiece, a four-day driving experience at the Bondurant High
Performance School of Driving, a vintage styled electric bike with CHP motif and a collection of products donated by CosBar of Carmel.
San Jose Cars Examiner
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SUGGESTED LINKS
 McCalls Motorworks Revival sets the tone for the 2014 Monterey Car Week
 Now that is a party! Gordon McCall's Motorworks Revival
And of course well known attendees included Keanu Reeves, Wayne Carini, Adam Carollla and Reggie Jackson. Other notables from the
motorsports arena included last names such as Bondurant, Brock, Sullivan, Rainey and Lawson.
The only minor negative was not enough seating for the ladies in their glamorous attire with corresponding shoes. The thoughtful gift
bag included a very nice color program, bottled water, a McCall hat and some little snacks. Truly a kickoff, it’s a sneak peak of all the
awesome cars that are seen or spotted throughout the week with access like none other. It’s an opportunity to feel like a VIP, to truly
attend and experience something magical among works of art and science that happen to have tires.
Robert Eckaus
San Jose Cars Examiner
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The 59th annual Hillsborough Concours D'Elegance

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, car show, concours, d'elegance, concours d'elegance
The 59th annual HIllsborough Concours D'Elegance
August 2, 2015
8:59 PM MST
Located at the ideal setting of a golf course and notably the last remaining Concours show in the Bay Area, the 59th annual Hillsborough
Concours D’elegance was held July 19th at Crystal Springs Golf Course in Burlingame, CA. One would expect lots of road noise from the
nearby I-280 expressway but that isn’t he case, nor is it what attendees heard.
Outstanding examples of automotive
elegance and sport.
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SUGGESTED LINKS
 The 2013 Hillsborough Concours d'Elegance has bragging rights
 The 2014 Quail A Motorsports Gathering is a Monterey Car Week exclusive treat
 The Quail, A Motorsports Gathering overwhelms the senses
Despite the hot weather, and thankful it wasn’t a pavement based show with heat reflecting off the asphalt, the commentary on the
public address system by the ever-smooth John Joss was delightful. And so was the variety of automobiles, from pre-war luxury cars,
newer exotics, racers, a small collection of motorcycles and basically everything that is cool whether old, new, slow or fast. Rolling
artwork and sculptures, as always.
Heavy on giving back, the Hillsborough Concours d’Elegance Foundation is a 501(c)(3) Not-For-Profit Organization. There are numerous
other sponsors and charities involved. One particularly special moment was the remembrance of friends of the show that had since
passed on. Instead of a moment of silence, it was a rev-off. A superbly clever idea of revving the engines of the participating cars at the
top of the pre-announced hour as a tribute to those no longer with us. A great and memorable idea.
Hopefully the show will continue its wonderful existence with its outstanding community support and sponsors as a premier event in the
Bay Area while a preview of the Monterey Weekend at a fraction of the cost. Be sure to check out the website for more information, the
class winners and the Best of Show, a stunning 1964 Ferrari 250LM.
San Jose Cars Examiner
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 The 63rd Pebble Beach Concours d'Elegance
Robert Eckaus
San Jose Cars Examiner
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© 2006-2015 AXS Digital Group LLC d/b/a Examiner.com

The snarling supercharged Jaguar F Type R coupe

Jaguar wowed the performance car arena when it introduced the voluptuously curved F-Type coupe. A front engine two seater available as both a coupe and a convertible, the more seductive model is actually the one that cannot take off its top.

This particular 2015 example is the supercharged R model producing 550hp routed to the rear wheels via an 8 speed automatic torque converter transmission. This particular combination is extremely responsive and with the Dynamic Mode, the exhaust provides regular conversation of the impolite kind. The Type R sounds so good, the engine start-up helped close the sale of this particular example.

The owner, an experienced track day participant has had a variety of high performance cars,
most recently a Mercedes C63 coupe which is possibly one of the best all-around performance
cars on in the sub $100k market. But it isn’t exotic and visceral as this fast feline. The Nissan GT-R was briefly considered but should be part of the Infinity dealer experience, not Nissan. And the styling is dated and definitely lacks artsy, enticing curves.

This one is Ultimate Black with a nice metallic flake, optional blacked out trim and darkened wheels. A nice touch and partially addressing the widely reported tail happiness, Michelin Pilot Sport Cup tires upgraded one size to 265s in the front and 305s in the rear. When on public roads, the limits are extremely high, and only a fool would explore them with stability control switched off. To experience
the tail happiness, you’re either drifting or going way, way above the posted speed limit.

Some also say the interior is space is too tight but there are much more cramped two-seaters on the market. This one fits two six foot plus adults easily. Extra passenger legroom beyond what was needed was limited; reclining the 14-way adjustable seat meant having the seat bottom automatically move forward, or moving the seat back meant the backrest automatically moving upright. It was done quietly without the sound of creaking leather at the limit of seat travel. Another refined touch was the fact that the footwell didn’t get warm despite multiple blasts of acceleration. The interior is eautifully finished in black trim accents, black leather and red stitching. Configurable lighting adds a custom touch and the flat bottom steering wheel looks aggressive and was part of the blackout package.
Everything looks properly luxurious, designed with care and well made.

Multiple aspects are especially appreciated, per the owner. The sound of course, yet the mufflers can be hushed with a rocker switch on the center console! The styling is exceptional, it’s very omfortable and a quiet cruiser at speed on the highway and the adjustable shocks make for a nicely compliant ride. Another surprise for the owner….no squeaks or rattles!

Asked about any disappointments, a little bit of slop in the knobs and buttons was one item, although they looked quite good. Also his opinion was that the Meridian Sound System was lacking. What is appreciated about the ’15 model from a purist’s perspective, is the rear wheel drive. The 2016 R models are all wheel drive only.

The F-Type R is a sexy beast that sounds far better than the supercharged V-6 non-R models. Truly a fun, curvaceous grand touring two seater that makes for a strong argument for a fast, engaging personal luxury coupe with real sounds and organic curves that is immensely fun to drive but practical enough for a trip to the grocery store or the gym.

Abolish wasteful and unfair HOV Lanes and FasTrak restrictions

HOV lanes waste gasoline and are bad for the environment. How often have you sat idling, virtually motionless when an occasional vehicle drives by? How about watching the traffic reports on the news and seeing the HOV lanes severely underutilized while hundreds or thousands of cars sit idle or barely moving? Imagine the wasted fuel and exhaust emissions as tens or hundreds of thousands of
vehicles sitting twice a day for hours while an adjacent lane is open. Let’s toss in the ill-conceived notion of FasTrak access while we’re at it.

Wasting gas and contributing to polluting the environment are the major drawbacks of HOV lanes. Discriminatory access is patently unfair. Productivity delays and wear and tear are secondary. The intent of the expressway system is to allow as much traffic as possible to move efficiently and safely. That’s it, no other function or purpose. People will carpool if possible. They already use mass transit when they can. The cost of living is high, gas prices are never satisfactory, automobiles are expensive and people will carpool with the incentive of reducing costs. Penalizing other drivers by forcing them into less lanes while one lane is underutilized is nearly criminal in its stupidity, discrimination and environmental impact.

The original intent of the carpool lanes is to encourage or reward people who share rides going to work. Let's look at who it penalizes:

1. Company employees who don't have co-workers living near each other
2. People whose schedules require them to do things outside of the normal commute to work and home. This could include children, classes, gym, errands, appointments, etc.
3. Any employee whose job requires travel such as sales, repair, delivery, services, either regularly or sporadically.
4. Flex-hour" employees who drive before 9am or after 3pm
5. Any person who is off work during the week and must plan on traffic back-ups during the week while attending to personal business.
6. Those that cannot afford, need or can drive a qualified hybrid or electric vehicle. How many minivans and pick-up trucks qualify for carpool lanes? Should they qualify? We’ll address that too.

Now let's look what at the NEGATIVE aspects of more cars forced into LESS lanes
means:

1. Long back-ups consume more gas. Far more than the gas saved by the carpools.
2. Carpool lanes contribute to congestion. Every commuter on 280, 680, 237, 85, San Tomas, etc. recognizes this every weekday. They force traffic into less available lanes. One estimate is twenty percent greater congestion: www.thenewspaper.com/news/10/1047.asp
3.  Longer back-ups cause more pollution. These are environmental disasters in every area where thousands of cars idle while there are under-utilized lanes that would allow the average speed of all traffic to increase significantly.
4. Delays, pollution and consuming more gas negatively affect the economy. The money spent could be channeled elsewhere.
5. Large speed differentials in two different lanes is dangerous due to visual perception, merging, etc.

And of course the failed logic of both carpool and FasTrak lanes:

1. FasTrak lanes are not enforceable. Many don’t have cameras to count occupants and how will it count rear seat occupants anyway. FasTrak lanes with license plate cameras cannot know how many occupants a registered FasTrak owner has in the vehicle, penalizing the FasTrak owner if not solo when in a monitored lane. It’s ridiculous in the sheer stupidity.
2. Enforcement is unrealistic. Wasting police time and slowing traffic spotting solo drivers only to find out there is a small child or infant obscured by legally tinted windows. Cameras won’t work for the same reason.
3. Why do more fuel efficient vehicles get to travel more efficiently when less efficient vehicles are stuck in inefficient back-ups?
4. Why do two people in a 15mpg truck have HOV access instead of an over 40mpg diesel (Update: actually 50mpg until the upcoming VW recall) in the regular lanes? Why are 40mpg gas/diesel vehicles not allowed when a hybrid SUV is allowed, possibly with a solo occupant is getting 28mpg and likely far less a
5. If the HOV lanes are fully utilized, then all the lanes are at capacity so what difference does it make that there is a restricted one?
6. And finally, why do archaic toll booths even continue to exist? To waste more fuel due to congestion?

The current and proposed incentives are also illogical. Motorcyclists, electric vehicle and (most) hybrid owners don’t need discounts, they are already saving fuel! Taxing gasoline isn’t a solution because hybrids and electric vehicles don’t consume as much gas but they still contribute to highway wear. The ride-sharing public? They already recognized savings and discounts by their act alone.
There is a real hypocrisy with hybrid SUVs and luxury sedans that are efficient, but do not "save" fuel consumption versus a less powerful or smaller sized vehicle. In other words, a larger, heavier or more powerful hybrid whose fuel efficiency is the same as a non-hybrid still receives a carpool sticker. This makes no sense.

If revenue must be realized by vehicles on the road then the best method is a reader system like the Washington State “Good To Go!” program. Their solution is a coded decal on the windshield or motorcycle headlight or a license plate mounted unit and supplemented by license plate readers for those who don’t have an account. Every vehicle on the road then accounts for its presence. Those who do not have an online account or credit card on file will simply be mailed a monthly bill. But NO method should ever be used to restrict lane access.

The bottom line is carpool lanes need to be abolished. All lawful drivers have the right to use all the lanes. If revenue must be raised, the only fair, logical, environmentally friendly and enforceable method to collect funds is license plate cameras or coded windshield decal headers regardless of the vehicle type of number of occupants. Its time our local and state representatives as well as CalTrans wake up and do what is right for commuters and the environment. Until then, the rest of us should drive in whatever lane is available and most efficient.

2015 Porsche Cayman GTS review and test drive

The 2015 Porsche Caymen GTS is the now the best all-around sports car under one hundred thousand dollars, replacing the prior title holder, the Porsche Caymen S. Take everything the prior S model is, add horsepower and a more track and driver oriented, visceral demeanor while retaining streetability, and that is the GTS. Besides horsepower, it adds a new body kit, a sport exhaust system, 20”
wheels and a lower ride height versus the S.

Conveying the balanced perfection of a Cayman isn’t easy unless it’s driven. The latest generation gives it a more exotic, grown-up look. Inside, the familiar ideal seating position with excellent outward visibility. Every surface visually sculpted, everything that is touched has an engineered quality with logic of the controls. For performance driving or track days it has a lower ride height, among the lowest center of gravity among production cars, and an engine placed where it’s supposed to be, right behind you.

The sport exhaust reminds the driver that there is a constant interaction and involvement driving the car. The ride is firm but not choppy, giving the driver constant, subtle communication of what is going on with the road surface. With the Porsche Active Stability Management (PASM), the Sport mode provides a firmer ride without being punishing.

Additionally, the Sport Chrono package has a digital and analog lap timer along with a Sport Plus mode ideally suited for track duty with a firmer ride and more responsive steering. It’s as if it is ready to pounce and roar with the slightest provocation. In both the Sport and Sport Plus modes, the active transmission mounts provide an even more direct feel.

While 340hp isn’t a lot, Porsche lists the curb weight at 3,031 pounds for the 7speed dual clutch (PDK) transmission equipped model. Quite extraordinary in a modern vehicle. The S model is a high-12 second car in the quarter mile, quicker than most. The GTS is quicker still. The competition is still quicker, but this car is so good, so well made, you don’t care. And the mileage isn’t so bad either, 22mpg city, 31 highway. This isn't a high strung, fragile exotic. Porsche quality is among the best, their recall rate is among the lowest, the warranty is 4 years or 50,000 miles and it has 12 year corrosion warranty.

Purists may scoff at an automated transmission, but this dual clutch unit is wonderful. And so precisely dialed in with the engine, it’s like driving a precision watch and being the puppet master of machinery. Pull a paddle, the tachometer needle immediately goes to a higher rpm reading with an associated sound, pull it again, make more music, press on the throttle and feel the direct response as a result of foot pressure. It sings, it talks, it snarls, its snarky and it can just cruise effortlessly.

It isn't just the driving experience, the cockpit layout, the controls, the 18-way adaptive seats with ventilation, the seatbelts are easy to reach, especially for a coupe. The  cargo area in the rear has a cover that moves with the hatch back. Up front, the frunk also offers usable space along with tools and an air compressor for tire inflation. A cover for the battery and fluid reservoirs is easily removed and right below the windshield. The owner, a longtime Porsche owner is very happy with this GTS, which replaced the Cayman S I reviewed previously. The only aspect he would change would be a front end lift for driveways and speedbumps as well as a front camera but is more than happy as equipped.

Porsche upped the ante in with the new Cayman GTS. More power, a crisper, more aggressive mode for the street or track, more aggressive styling and luxury amenities combined with the ideal dimensions and engine layout. It’s not the fastest, but it is among the best. Perhaps most importantly at the sub-$100k price point, the most satisfying overall.

A review of the extraordinary Ferrari LaFerrari

You could hear it coming from behind as you walk on the sidewalk of Main Street. A deep mechanical humming with a 12 cylinder bark at low speeds. It wasn't visible yet, the Giallo Triplo Strato (pearlescent yellow) would soon stand out, despite being absurdly low to the ground. It sets off car alarms in the downtown area. And then it appears, all sorts of mechanical noises from the back, the long nose in front. And a stunning touch, blue carbon fiber instead of black. Giving the ultra-rare car an even more custom, specially tailored look.

This is the LaFerrari. A name you quickly don’t mind once you see the car in person. It’s forgotten when you hear it start up and rolling. Only 499 of these will be made by Ferrari. Seeing them roped off at Goodwood and passing by at a distance, I was non-committal about the car. Now, having time to view it at all angles up close, and then being a part of the V-12 experience, it’s now my favorite car, of all time. I don’t care if it costs 1.5 million dollars. Its a hypercar and I'm in love.

The V-12 produces 789hp by itself. A stunning number and one of the most powerful naturally aspirated engines in automotive production history. It has a throaty roar at low rpm and a deep scream in the upper rpm range. The sound is simply glorious and it trumps everything else that isn’t a mid-engine supercar. This is the only way to go, a large displacement mid-engine and it must be experienced at least once.

Asking the owner who has spent some time with the car observing the factory break-in, one of the most surprising elements is how quiet, smooth and comfortable the car is, including space in the cabin. Besides the passenger leg room being compromised, it is a very comfortable car with fixed seats from the factory as part of the carbon fiber occupant tub. The pedals are adjustable and the seatback angle is the only seat position adjustment measured by the factory. The back-up camera is a much liked and appreciated feature, although a front camera is needed with the long, low nose.

Other dynamics that stand out are the razor sharp throttle response. There is no lag, no hesitation, the acceleration rate occurs based on throttle position until you lose traction. And what accompanies all that is glorious, howling V-12 soundtrack. It is the acceleration and volume control that goes to eleven. The transmission shifts are perfectly adaptable to around town driving yet fast and sudden during monster full-throttle runs.

Steering and turn-in are extremely responsive and said to be similar to his Ferrari 458 Speciale. When taking an on ramp at a speed that seemed impossible for anything that seats four adults, let alone two, hard jerks on the wheel to the inside of the turn redirected the nose into an even tighter arc without lean, delay or slop. This car demands comparisons to open-wheel race cars.

P1 comparisons are also inevitable since he owns both, and the track could be the deal breaker for picking a favorite. However the LaFerrari is quieter at cruising speeds, has a more compliant ride, quicker throttle and steering response, more interior room, a more stylish interior and puts the power to the ground better. This is a case where 950hp is better harnessed having a big, heavy V-12 close to the drive wheels with ultra-wide 345 series special model Pirelli P Zero Corsa tires providing traction. Under similar conditions, the  traction control doesn’t seem as intrusive and we speculated that the rear brakes are not activated as quickly or programmed to be less intrusive. There is less “scrabbling” for traction from the tires. Another interesting point, is the electronic differential may also play a role versus the open differential in the P1. Perhaps the recent Motor Trend test of the same car I reviewed suggests this as well. While the McLaren has the swoopy, outrageous styling, it appears shorter by more than the 5”. However the sound of the V-12 trumps all. It is that compelling, that memorable.

The only potential improvement in this masterpiece is lighter weight. The chosen color combination of the metallic yellow, blue carbon fiber, blue brake calipers and black wheels is masterful. I’m uncertain a traditional red colored model could be better configured from a visual standpoint.
There is a hybrid function, very limited by itself for approximately 6 miles but an extra 161 horsepower never hurt anyone except in weight gain. There is an engine stop-start function that should never have been offered. On second thought, hearing the V-12 start often could be a plus.

The center of gravity is 1.4 inches lower than its predecessor, the Enzo. At speed it produces an amazing 800lbs of downforce. Acceleration is brutal. At full throttle the sound is filling your ears while pinning your head against the headrest. First and second gears occur so quickly, that in 3rd gear you’re over 90mph and that sinking feeling in your stomach is building in intensity and
not falling off as speeds approach the triple digits.

Ferrari has made a glorious machine with extraordinary capabilities, a driving experience that is comparable to a race car but on pump gas, with a warranty and pedigree of a successful motorsports company. The question now is what would be different besides less weight if the electric portion of the powertrain is removed?

Photos here:  https://www.facebook.com/media/set/?set=a.638460112925370.1073741853.378354382269279&type=1&l=471632dee9

2015 Porsche 911 Turbo S test drive and review

What does a successful businessman with a background in drag racing, modifying domestic cars and owns a Z51 optioned C6 Corvette buy when he’s shopping for premier performance cars? After doing a lot of research, Porsche became an obvious consideration. The polarizing styling of the new Corvette along with the experience with the C6 eliminated the new Z06 from contention.

Having no luck with a test drive of a Turbo S at the first dealer, the second one welcomed him with a test drive and multiple launch control demonstrations. And that was it, he was sold. Mark Blackwell loves his Turbo S and I do too. I had to keep reminding myself I didn’t have the funds to purchase it, otherwise I would have blurted out, “How much do you want for it?” several times. There is no
question this is one of the best overall performance cars in the world.

Besides the obvious headlining acceleration, Mark feels it is better looking every time he looks at it. The lines of the body seem to show better in gray color rather than being hidden by black. The only thing he would like to change is being able to activate the front and rear active aerodynamics independently. The Porsche owner retention marketing is exceptional with invitations to multiple product track events, mailings and more.

The acceleration challenges your perception of time and distance. While seemingly bending physics, the speedometer reading throws you off as it moves in 25mph increments rather than the 10mph mere mortals and drivers of obtanium are accustomed to. And looking in the rear view mirror, the cars behind you are so much further back than you recall experiencing on a more regular and mundane basis.

How does this translate to quantifiable numbers? Try Car and Driver’s recently instrumented test: 0-60mph in 2.5 seconds and a 10.6 second quarter mile at 130mph. Superbike territory from a car with a full warranty and a luxurious interior on pump gas. Demonstrating launch control, the back of my head hit the seat cushion and stayed seemingly pinned there for an extended period. Its
warp drive activation that you never forget. On our lunatic launch control, which is quite easy to activate compared to other makes, is a 5,000rpm clutch dump that produced a little bit of tire squeal from the front tires. The exhaust burbles coming to a stop and downshifting at low speeds and isn't too intrusive on the highway. Conversation was easy and the stereo at low volume was still easy to hear.

The lateral g-forces measured by C&D was 1.07g on stock 20” Pirelli P Zeros, this car is equipped with wider tires on sophisticated looking HRE 21” wheels. The fronts are 255, up from 245 and the rears are 325, up from 305. They allow a full view of the Porsche carbon ceramic brakes (PCCB) and yellow calipers. Adding to that set-up are TechArt three-quarter inch lowering springs. Taking a
banked off ramp at speed produced a hysterical giggling at the absurd speed it could enable. Even when exceeding the car’s limits despite the rear wheel steering, stability control gently intervened helping the driver correct our course rather easily.

The 991 generation is bigger than the previous 997. It’s longer, wider and lower with a 4" longer wheelbase. In conversation with a knowledgeable fan of Porsche, he pointed out it is more of a rear mid-engine car now, rather than rear-engine. The rear is wider and looks it. It looks more exotic. The rear fender hips are outrageously bulging over the exotic single-lug wheels. Headlights are stacked
and recall the Carrera GT.

The interior is modern art and engineering. Even the cupholders are worthy of admiration, the trim work and leather dashboard a touch of class. Surprisingly the front cargo space is only 2 cubic feet less than the seemingly huge hatch area of the new Corvette and remains out of site versus exposed under glass and for the center-of-gravity geeks, stores lower as well. The 18-way adaptive seats are perfect, even for a serious weight lifter. The car looks more exotic than the previous generation 997, it is quieter on the highway and the PDK transmission is exceptional around town and at full throttle.

Interestingly, Porsche changed the gear ratios in the transmission to more conservative ratios than the past where 60mph was in third gear. Now it isn’t even the top of second. This means there is even more acceleration potential. The monster brakes are 16.1” in front and
15.4” in the rear. The boxer motor is rated at 560hp at 6750 rpm and the torque peak is 516 lbs. ft. at a low 2100 rpm and an overboost function of 553 lbs ft. Supposedly these are based on 93 octane figures. Which implies the engine control unit will “tune up” when better gas is used than California’s overpriced slop.

This is a budget Veyron with more luxury, available customization and tunability with exquisite engineering. The added dimensions really add an element to the car, so besides a flat-6 engine hidden deep and low under the rear hood, it does show quite well.

The 2015 Silicon Valley Auto Show is coming to San Jose

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts
The 2015 Silicon Valley Auto Show is coming to San Jose
January 3, 2015
12:22 AM MST
The 2015 Silicon Valley Auto Show is going to be held on January 8th – 11th at the San Jose Mcenery County Convention Center on San
Carlos Street in San Jose. The show hours will be Thursday-Saturday from 10am-10pm and Sunday 10am-6pm.
Will this 650hp monster be in San Jose next week?
San Jose Cars Examiner
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 Silicon Valley Auto Show 2011
Admission for adults is a bargain at $11. Senior Citizens (62 and over), Military with ID, students under 21 with school ID and children ages
7-12 are all $8. Children 6 and under are free.
Many manufacturers will be present, historically a very few will be missing. Scheduled to be present, but missing from the San Francisco
show is the Chevrolet Corvette Z06. Other debuts scheduled are the Mercedes Benz C-Class, Honda CR-V, Fiat 500X, Mazda 3, Dodge
Charger, Hyundai Genesis, Ford F-150, Acura RDX, Dodge Ram 1500 EcoDiesel and upcoming model(s) from Audi. Will a 707hp Dodge
Challenger or Charger Hellcat be there? Go and find out!
The advantage this show offers with the Ride and Drives is the quick access highways instead of trying to thread through a congested
traffic mess like San Francisco. Hopefully its more than driving around the block.Chrysler, Dodge, Jeep, Ram, Ford and Toyota will offer
multiple vehicles. Planned from Ford include the new Mustange, Fusion Energi, CMAZ Energi, Explorer, Escape, F150, Flex, Focus, Edge
and Transit Connect. Toyota should have the Camry, Corolla, Prius and RAV4.
For those that like exotics, this year should be among the best ever. Los Gatos Luxury Cars and the DuPont Registry Live will feature
multiple vehicles. Additionally, the Blackhawk Museum Cars & Coffee will be at the show for the first time ever on Sunday from 8am-
10am in the outside convention center parking lot.
Likely held downstairs in the back building again, Spider Photos Custom Cars and DUB Show Live will have a variety of custom exotics,
muscle cars, trucks, low riders, motorcycles and more. This could be one of the best photo opportunities if they are not parked too close
together. In the past, the Ride and Drives are held in between the main show and this location.
There will also be a display of alternative fuel vehicles; an iPhone 6 giveaway contest and the San Jose Sharks mascot Sharkie will greet
fans at Toyota on the 1t1th from 1-2pm. The downstairs of the convention center will have various vendors as well. Hopefully children
walking on the seats and rubbing against the paint will be at a minimum. And only service dogs allowed, please.
Buying tickets online at www.SVAutoShow.com will saves $1 and attendees can receive a free one-year subscription to Motor Trend,
courtesy of the Silicon Valley Auto Dealers Association. Give yourself several hours to enjoy a good show with a lot of variety.
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 Silicon Valley Auto Show 2012 Part 1
Robert Eckaus
San Jose Cars Examiner
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© 2006-2015 AXS Digital Group LLC d/b/a Examiner.com

Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C

7/3/2016 Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C | Examiner.com
http://www.examiner.com/article/comparisonoftheferrari458toaporsche911twinturbosandmclaren12c
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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, ferrari 458, porsche 911, ferrari 458 italia
Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S
and McLaren 12C
December 23, 2014
11:42 PM MST
Guest author Jwp98 from Illinois shared his experience on 6speedonline.com with three great, extremely fast sports cars. Below are his
An owner's comparison of three fantastic sports cars.
owner
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thoughts after logging several thousand miles on each car. These were sequential experiences, not in the garage all at once.
Visual appeal: 12C
The 12C just does not have a bad angle. The 458 does have some bad angles (mostly solved by the Speciale) but it has some inspiring
angles too. The 991 versus 997 loses something, I'm afraid. The rear is so bland and fat, without even the pretense of a diffuser or a big
wing to distract and intimidate. The front is improved and side view reveals a handsome, albeit less classic, smoother rake. Quartering
away is just gorgeous over those muscular hips. I look over my shoulder when I walk away, like it was the only car on earth. Well, enough
of the aesthetic stuff and on to the marginally less subjective.
Exhaust note: 12C (yes really)
Taking a 458 through an overpass at redline is smile inducing. I grew up on V8 Camaros and tractor pulls, not F1 metallic rasp, but I'm still
smiling. The broken glass crackle on downshift is even better, and less likely to get police attention. The 12C is underrated for this
obligatory application, but more commonly when you are putting around in town you can hear the turbines lovely chu-chu-chuff, an
unpredictable animal noise from right behind your head. It'd be hard to overemphasize this constantly pleasant event.
The 458 at "town" speeds has a flatulent ricer sound when the valves open at low rpm (2500 I think). Fail. The 991TT has a new,
surprisingly brassy baritone that the 997TT totally lacked. I'm not aware of a wastegate in any VTG system but turbine noises are always
there on lift, and are entertaining without sounding artificial or intrusive. On overrun there is a predictable, out-of-character, deep crackle.
Maybe it's piped in somehow. I don't like it at all. Oddly I much preferred the lively low splutter of the 997TT. More organic, softer. One
owner
7/3/2016 Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C | Examiner.com
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might have to roll up the windows or even drive on snow to hear it, but wow do I miss it. Nostalgia for cars past.
Acceleration: 991TTS
Incredibly 550 hp is a knife to gunfight these days. Those numbers were offered at entry level by Ferrari and Lamborghini 4-5 years ago.
Domestics too are seeing 600-700 hp stock, with a warranty and a bargain sticker. The lighter 12C will destroy anything at it's price point
and above once it grips. Nonetheless, despite it's weight, I'm giving the 991TT the powertrain blue ribbon. It has minimal lag, rewarding
gearing, smart auto modes, and sick torque. It's the nuclear roller skate you can take anywhere.
Fun: 458
Tough call. The 458 and 991 turbo are both very responsive. The 458 is quick as a video game. Most city driving is between 20 and 50
mph, for me anyway. The 12C is not geared for enjoyment at those speeds. Torque to the wheels is more important than torque at the
shaft, and the 991TT is a genius at torque management. What the Porsche lacks in thrill it partly recovers in accessibility. One does not
have to fret about dragging the snout or parking 1/2 mile from gawkers.
Reliability: 991TTS
So far the Porsche takes it. Definitely not McLaren. modern Ferraris are fine IMO, if you enjoy jokes about Italian culture (no offense
intended) and can tolerate a few electronic gremlins.
Tech: 911 TTS
Despite the ground-breaking use of active hydraulic suspension and carbon fiber tub on the 12C. All told, the 991TT offers a LOT of tech,
most of it quiet and interesting to read about, with no need to learn or fear the action of differential couplings and computer sampling
rates. Just drive as fast as you dare. It's efficient too, not that it really matters, but why embrace low-tech and waste? The small fuel tank
makes it seem to guzzle, but it does not. The start stop mode on the 991 I have tried once. If the digital gauge tells true, oil pressure
comes up too slowly at take off. I know there's a microlayer of lube waiting there, but no. Just no. Fortunately it defaults to off. The
keyless start on the 991 is embarrassing however. Lexus had push button start in 2005. Corvette had heads up display in the 90s I think.
Are you there Porsche? It's me, clock radio. Sorry, couldn't resist.
Track potential:
I don't plan on tracking the car and am in no position to instruct on rear engine dynamics. The 991 turbo with ECU, exhaust, and sticky
tires should be a force. Perhaps THE force, depending on the track.
Luxury: 991TTS
7/3/2016 Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C | Examiner.com
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4/6
No contest. I don't have to tell anyone here about practicality either. This is the only supercar my wife wants to drive, and has single
handedly made me a sunroof fan. Good audio but the seating position may not be as good as the 997.
Value and depreciation: 458
Porsche for great value, Ferrari for slow depreciation.
Safety: 991TTS
Not very exciting to discuss but if the car does not have confident brakes, grip, and headlights, this is a fun killer, if not a man killer.
Bearing witness, lots of turbos are daily drivers (mine is not). Porsche is the clear winner here, and has been for years. Visibility/seating
position matters too when you're threading 18-wheelers in the rain.
Handling: 458
Twitchy, quick, alive, if not the grippiest on stock tire options. Porsche is strong here though. It's nimble and doesn't feel like a
heavyweight. Easy to place, as they say. The 4-wheel steering is not so noticeable to me, except in parking lots and torque vectoring, is
just as innocuous.
The Ferrari steers so jittery, snappy and the rear steps out on a whim. The 12C offers more feedback. The Porsche's steering is a little,
well, different. The extent of wind effect and tram lining are disturbing. Happily there is less of the creepy rear end twitch than in the 997.
It's less telepathic than its peers and not as light in the nose of course. It's not the "snap out of your hand" wiggle of previous gen cars.
But it's not really numb either. There is just something odd. Almost as if the less I consciously steer the better line it delivers. It likes
inputs of pressure, not motion. That kind of feel flatters neither my driving nor the 911 pedigree. But, as I read reviews of the 918 and its
competitors, no one is talking about feedback. Reviewers use vague words like "rewarding", "precise" or even "heavy", which sounds an
awful lot like "numb", interesting. Whether it's the electric motor impact I don't know, I've read there is no difference between the 991TT
and the 991 GT3 except software (and AWD). The new steering will take some getting used to. I am wondering about the impact of a yet
to be announced software flash and different tires.
Transmission: 2014 Porsche>2012 Ferrari>2013 McLaren
One wants consistent creep with predictable light throttle response on the street. On the track, lighting speed without chassis jump or
power interruption. All can deliver the latter, durability being the unknown.
All are also viscous dual clutch packs. Graziano may have supply similar hardware for the mid engine cars, but the software is quite
different. This has been extensively debated elsewhere. I suspect some combination of durability and versatility was ultimately sought,
7/3/2016 Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C | Examiner.com
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 Ferrari versus McLaren from an owners perspective
compromise, in other words. My McLaren’s 1-2 shift was needlessly choppy. It also allowed a lot of slip before hooking up. Not good
when you’re trying to feel for traction or get out of someone’s way on the 8 lane rush home. Mode control does goes to McLaren for not
using silly words like “race” and for logically and completely divorcing drivetrain and suspension settings.
Perhaps its unfair to compare different years and software iterations, particularly to the 458. Of the three the Porsche feels most like an
automatic yet not soft. Interestingly it has some clatter, some gear slack you can hear when I assume bits are turning at equal rates more
or less, or disengaged, with no load. Not annoying like reported in the GTR but more a throwback to light flywheel manuals.
The crisp bark on upshift goes to Ferrari, referencing the exhaust note mentioned earlier. Sounds like something unique and violent is
happening in there, to wow onlookers, to propel you forward, and harness the inertia of those between- gear RPMs.
Comfort: 12C, once you're in
I'm not a fan of NVH, especially that whump of air the 911 sends into your skull on crossing an expansion joint. Any tech to get rid of it is
worth an investment. The 12C suspension is almost as good as they say, but not like a sedan. It's doors are a huge PIA though. I'm 6 feet
tall and reasonably flexible. And imagine a pregnant women shoehorning in then the door failing to close, or making wind noise all day.
Yup, it happened. The Ferrari was versatile enough for short trips but I don't recommend driving it 400 miles with a hangover. The 991
ride is not much better than a 997. I've deflated tires, changed modes, considered the speeds and road surfaces, considered the
deceptive softness of the seats. It is harsh. I'm reporting here as one who logged many road miles in 997 GT3 and GT2 cars. Noise level
is high too, but such is life in the big league and part of the experience. Until it's not, and then we admit it sucked.
Summary: I'm happily sticking with my Turbo S for the foreseeable future. Even getting a child seat. The three cars above aren't perhaps
direct market competitors but I hope these notes are useful to anyone shopping or thinking of a change. I should mention I'm not brand
loyal and have low confidence in any company to build and support a reliable super sports car using cutting edge tech. It is apparently
too tall an order. I'd love to be proved wrong. If I had to give money to one of the big manufacturers in the future it would probably be
Ferrari. But again, this hypothetical car isn't a daily driver. So far, have all been delights in one way or another. You get your money's
worth, particularly in the preowned 12C and turbo markets.
7/3/2016 Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C | Examiner.com
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Robert Eckaus
San Jose Cars Examiner

The 2014 San Francisco International Auto Show review

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, san francisco auto show
The 2014 San Francisco International Auto Show review
November 23, 2014
8:27 PM MST
The 57th Annual San Francisco International Auto Show presented by AutoTrader.com is being held this week at the Moscone Center in
downtown San Francisco. Now exhibiting over an eight day period from Saturday November 22nd to Saturday, November 29th, it is a
Some of the many standouts at the show held in the Moscone Center in downtown San Francisco.
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good thing because it fills both the North and South Halls and there is a lot of fascinating vehicles to view, sit in and see in person.
Tickets are $10 for adults and free for children under 12. This is an absolute bargain considering the scope and scale of the second
largest show on the West Coast. The hours are 10am-10pm except the 29th, it closes at 9pm.
Besides 36 manufacturers represented, there are also specialty displays whose sum easily justify the $10 admission by themselves.
These include Alternative Fuel vehicles, the Academy of Art University Classic Car Collection, the SF Auto Salon with a wide variety of
modified domestics and imports, the Ferrari Club of America, hot rods from Dominator Hot Rods, and a variety of race cars for the track
and dragstrip in the Gasoline Alley section.
There are also Ride and Drive opportunities from several manufacturers, Alternative Fuel vehicles and alternative fuel technology display
from PG&E. There are also several automobile memorabilia displays and items for sale, although the Maserati wall display with the
artwork from decades past was also very cool. There are several driving simulators but Ford had the most extensive one that has to be
seen to be believed.
Be sure to give yourself at least four hours if you’re really interested in seeing all the cars and trucks up close, or with the expanded
schedule, plan on attending twice. The SF Auto Salon has cars with mild to wild modifications. Everything from Pro Touring domestics,
ridiculous broken-looking “stance” imports, BMWs, Lexus, Supras, Evos, late 60s muscle cars, etc. Plan on spending a lot of time in that
room alone. The race car section unfortunately didn’t allow as close access as the Auto Salon section, but they were still quite
San Jose Cars Examiner
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 The 2013 San Francisco Auto Show Review
interesting. Just make sure your zoom function works well.
Oddly the Mercedes Benz display was the least impressive (or easily missed if we saw the wrong one), and the cover car for the show,
the 2015 Corvette Z06, wasn’t even present, nor was the Camaro Z/28 although for some reason a regular Camaro SS was sectioned off
from being touched. There was a ZL1 and an SS sedan as well. There were two Dodge Challenger R/Ts, but the Hellcat was
conspicuously missing as well. Lexus did have an RC-F though. Tesla again wasn’t present but considering the accessibility of their
showrooms and presence in the Bay Area, it’s understandable. Porsche did not have a 918, and although there was a sinister Ferrari 599
GTO, an Enzo and McLaren 650S, do not expect to see a 458, LaFerrari or McLaren P1.
A couple of tips for attendees: For those who want to avoid convention center food, if even offered, the Metreon building around the
corner on 4th street has multiple cuisines available and are quite used to handling convention center crowds. The Mediterranean
restaurant at the corner of Howard and 4th also is good for a quick meal. There are a couple of other places within walking distance. If
you decide to park at the Moscone Center garage on 3rd street, once you get on 3rd, get into the right lane right away, as it is easy to
miss.
Overall this is an excellent show, well worth attending and now running a proper length of time for many to enjoy, and if you’re an
enthusiast, for more than one visit.
Robert Eckaus
San Jose Cars Examiner
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© 2006-2015 AXS Digital Group LLC d/b/a Examiner.com

The amazing McLaren P1 experience

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, mclaren p1, laferrari, mclaren
The amazing McLaren P1 experience
November 20, 2014
11:49 PM MST
It’s a UFO on the street. Its acceleration literally jerks your head back and then makes your stomach get light. It’s so absurdly quick, it makes you giggle. This is
the 2015 McLaren P1, a carbon fiber road rocket that is as quick as a superbike.
Thanks to an automotive enthusiast in the tech field and no stranger to the track, including multiple plans for this hypercar, I was able to experience the
ferocity multiple times first hand. The P1 is a mind-blowing, 903hp, 664lbs ft. torque, 3300lb g-force experience that is powered by a 3.8 liter twin-turbo V-8
producing 727 horsepower and a 177 horsepower electric motor that masks any turbo lag. Combined with the 7-speed dual-clutch automated transmission,
Exterior and interior pictures of the stunningly styled McLaren P1
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Motor Trend tested the car at 2.6 seconds 0-60mph and 9.8 @ 148.9 mph quarter mile. The top speed is 217mph
which was decided as the limit by McLaren supposedly. This car can race superbikes and just maybe, beat them on
the track. I’d put money on it every time from a stoplight or Christmas tree with the traction provided by the midengine
weight distribution.
It has more numbers than that. It produces 1,323 lbs. of downforce at 161 mph. The turbos reportedly produce 20.3
psi, very high for a street car. The windshield saves 8 lbs. over the 12C model and does have some detectable
waviness at a certain angle. The carbon fiber occupant tub weighs just 198 lbs. The exhaust system is made from
iconel (Forumula 1 stuff as well) and weighs just 37lbs. The race mode lowers the car 2” and raises the rear wing up
to 11.8”. The brakes are not from the company that starts with a “B”. Rather, they are from Akebono, without slots or
holes, with a shiny mirror-like finish and coated with silicon carbide. Only 375 P1s will be made and the MSRP is
$1,150,000 before options.
When asked about the P1 choice versus the other hypercar notables, the Porsche 918 is a heavier car with a more hybrid oriented powertrain, the Bugatti
Veyron is very expensive to maintain and definitely not track oriented and the Pagani and Koenigsegg don’t have a nearby dealer along with the concern of
having a not fully sorted car. The LaFerrari…well that remains to be seen.
Pedestrians stop and stare. People in cars smile and take pictures, thumbs up are common. The metallic Volcanic Orange combined with the black wheels
and exposed carbon fiber make for a perfect color combination and contrast. It was chosen with classic McLaren orange in mind as well as the launch color
for this model.
Hidden door buttons and a pull brings the gullwing doors swinging up. A wide, gloss finished carbon fiber sill requires a first-time passenger to sit butt first,
and then swing your feet into the foot well. The seat is properly snug, and the outward view is excellent with a low, exposed carbon fiber dashboard. The
ventilation pathways are seen in the contours of the dash.
It’s a small cockpit but not claustrophobic. There is a small view out the back window and a very driver oriented display and controls. Not luxurious by any
means, but certainly purpose built and very high quality. With a push of the start button and “Whoomph! Whirr…” the mechanical soundtrack is immediately
prominent behind you. Somewhat reminiscent of the Ultima GTR I reviewed a few years back.
The ride is quite firm, but not harsh or crashes. Gravel is clearly heard when picked up by the soft tires and thrown in the wheel wells. The short wheelbase
will experience some resonant frequency bumping on inferior pavement. It probably had a radio, but I didn’t notice. This was an event, not a cruise. Entering
an on-ramp at such a speed immediately produced giggles normally reserved for the race track. The 7-speed dual clutch transmission is very responsive with
only paddles on the steering wheel and a reverse button on the center console.
It’s the acceleration that literally hits so hard. The owner, no stranger to ultra-high horsepower and extreme power-to-weight ratios reported that 80mph tends
to be the starting point for being able to go full-throttle without wheel spin. One must watch for traffic far ahead due to the extreme rate of closing the
San Jose Cars Examiner
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 Ferrari versus McLaren from an owners perspective
 A review of the extraordinary Ferrari LaFerrari
distance.
A couple of launches without launch control hit 60mph in what seemed under 3 seconds. By the time the brain processed the acceleration, the target speed
was reached. At 70mph, getting to 100mph was hit just breathing on the throttle. The car is nuts. On rough concrete at low speed, the car hooked up
unexpectedly and rocketed forward, causing stomach churn. When traction control engages, it is a rapid fire stutter while still maintaining an extreme
accelerative rate. Far different than the boring cars everyone else drives whose traction control is so intrusive, it causes a major slow-down and big torque
dips.
Having experienced previous McLarens and really liking them, some issues were expected but the car was perfect when delivered. It was a low-key delivery
and arrived at the dealer in “body glove”. The manual also states, no break-in required. So at 350 miles, the test ride had no mechanical limitations other than
not using race mode due to the excessively low ground clearance. Also, the lack of turbo lag because of the hybrid assist makes it more enjoyable than the
previous McLarens, per the owner . This one is rolling on Pirelli P-Zero Corsa tires but when a couple of track sessions are planned, it will be on Trofeo R track
oriented rubber.
The P1 has all of the extreme functional styling elements of a an ultra-exotic; swoopy lines reminiscent of closed-cockpit prototype race cars, a huge
adjustable rear spoiler, functional roof scoop, a pronounced rear diffuser and gullwing doors. The rear mesh grill allows a special look at the power train.
Interestingly, the rear hatch is bolted in place, likely for weight savings but if hinged would add even more appeal when being shown. Expanding the theme
further, if McLaren made a larger, albeit heavier version with a luxurious interior and more room, it would be the ultimate grand tourer.
But the P1, along with the Porsche 918 and LaFerrari, add another element to the term, “Driver’s car” because their limits and capabilities are so high, it takes a
skilled and practiced driver to harness the power and exploit the limits. Luckily this one will be exploited, and we may hear some more details about it in the
near future.
Footnote: This very car lapped Mazda Raceway Laguna Seca in 1:30.72 seconds by champion race car driver Randy Pobst, nearly three seconds quicker than
the previous production car record.
7/3/2016 The amazing McLaren P1 experience | Examiner.com
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4/4
© 2006-2015 AXS Digital Group LLC d/b/a Examiner.com
Robert Eckaus
San Jose Cars Examiner