New Cars: Mexico To Build Super Car Italians Won't Build...

The Mastreta MXT is notable for being light weight, small, quick, and -relatively- cheap. It's also notable for being the first native born car from Mexico. It's a small sports car, though because it weighs only 900kg its performance is more super than sports, with 0-60mph taking under 5-seconds. It's not slow flat-out either, though 150mph is merely fast-hatch territory anymore. It may not be cute exactly, but its aggressive stance and chunky proportions aren't without appeal, but the way the front and rear halves come together at the roof needs attention.

If all this is beginning to sound just a bit like a Lotus Elise, you're really not that far off, at least in concept; and indeed, the MXT shares the little Lotus' features of a bonded aluminum chassis, and fibreglass body. It does without the Lotus' extreme take on the subject though, with an air conditioned, leather-trimmed cockpit. Add in its Ford Duratec power plant, and, too me, it reminds more of an Italian sports car of yore, the De Tomaso Vallelunga. And that can only be a good thing.

Ok, so I'm hoping that the new car does without the Vallelunga's ear-splitting noise levels, or it's flaky build quality. But if the car turns out to be half the handling paragon the littlest De Tomaso was, then Mexico will have done itself proud, especially as this is the kind of car for which Italy used to be famous, but which has been washed away in the past three decades beneath a wave of ever faster super cars.

Not a ton is known about the MXT at the moment, except that it will have 240bhp from a turbo-charged version of Ford's 2.0-liter Duratec four-cylinder, and that it should go at least as well as the company claims if that weight target is met. Should handle nicely too with manual rack and pinion, and double-wishbones at each corner.

Production will be limited as well with a mere 150 vehicles produced in the first year, with 80 of those being RHD. The price in Britain is expected to be around £40,000. Of course, US customers won't get the car at all as there are no current plans to certify it for sale in the market. I am though, really excited for this car, but I'm a bit concerned that the person shooting the video of the car testing could be bothered/afford to use a tripod... Still, it's a great start, and who knows, it may lead other sports car manufacturers in the right direction. Definitely one on which to keep an eye.

Nine Minutes Of (Someone Else's) Stupid Fun.

There's a legend about Japan, propagated by that movie about oversteering through the Japanese capital in a manner both fast and perhaps furious. The legend states that if you're car can progress at a rate faster than the Japanese mandated 111mph limit for production cars, the police won't bother to chase you while you're speeding. I have no idea if this is true.

What I do know is that this limit is of very little concern to owners of stock versions of Mazda's AZ1 because in stock form its little 660cc, 64bhp 3-cylinder will struggle to propel it anywhere near that speed. What we have here is a little different. It's sort of an open secret that these cars are capable of far more given to proper provocation and that power levels as high as 120bhp are possible. Now, I'm not saying that this car is tuned that high, but it's clearly faster than a stock AZ1.

It's a long video, but it made me laugh when I found it, and I thought I'd share it with you. Not a lot happens, it's just a car going down a Japanese expressway in the early hours of June 6th 1999... and listening to an amusing collection of soft-rock. The two times that the car sits at a light for 30 seconds or so while the driver listens to Hall & Oates' Maneater is either a fascinating glimpse into life in Japan in the late Twentieth Century, or the worst television show ever.

I'm not sure what's going on at the end there, though I think that gauge at the top has logged his top-speed of 192kph. Let's just be glad he turns the stero down before the Bonnie Tyler really kicks in.

Cause To Celebrate, If You're Very Rich That Is.

The article in evo. didn't start out well. Harry Metcalf had gone to Italy to see what the deal was with Ferrari's new California model. It's a car that has a lot of people worried because it looks, on the surface, to be a major step in the dumbing-down of the sports car. I myself have raised serious reservations in this very blog, and while I found some of them to be overturned by the article, it seemed to raise as many issues as it addressed. Harry liked the look of the car upon seeing it in the metal, and likened it less to a convertible, than to a coupe that has a folding roof.

The engineers at Ferrari had encouraging things to say as well, telling Metcalf that keeping the new car fun to drive was a high priority, giving a good account of their reasoning on giving the car a dual-clutch transmission. They also showed Harry the extent to which they went in keeping weight off the new car, which included structural use of Magnesium. They even went as far as to admit that many Ferrari's of late haven't done a good enough job of transmitting their voice to the cabin, and showed the steps they'd taken to correct the situation. All very encouraging.

But then they go to the exhaust. It's not the fact that the exhaust has been tuned to keep some of its racket from permeating the cockpit with the roof down, that's fine with me. It's that the exhaust outlets stacked under the rear bumper in their now familiar fashion, aren't real. The real pipes are placed deep inside the dummies, and are much smaller. It's not that I'm criticizing Ferrari for making smaller exhausts if that was what was needed for the car to function as desired, it's the jewelry aspect of the fakes with which I take issue. the car was designed from the start as a car that could reasonably be taken on weekend trips and a quiet exhaust on the highway is desirable for that kind of car, but this fakery just smacks of boulevard posing.

Then there's the matter of weight. I'm not going to beat around the bush, the car is too heavy, and a pure hardtop version can't arrive soon enough. I think that most of the ridiculous 1700kg/3750lb that the car carries can be put down to that folding hard-top, and the extra bracing necessary for an open car. I'm sure Ferrari can make the car go, stop, and turn well enough despite this handicap, but it would have been better if they'd just ditched the nifty roof, and given drivers more purity.

There are a couple bright spots though, and they're not exactly little ones. The first is that Ferrari are planning an HGTC performance package for the car, which should enable it to hold it's own in track days, and which is somewhat unexpected given the market for the car. The second is still that engine. I have no doubt that Ferrari's first direct-injection power plant is going to be a belter, with great torque across the rev-range. The third though, is the best. Despite all previous statements, Ferrari are going to make available, a conventional manual gearbox for the car. This really is a great thing to hear as Ferrari's abandonment of the conventional manual was a blow to performance car fans everywhere, and had me scared of the potential trickle-down effect that might consign the clutch pedal to the history books.

Now all Ferrari have to do is bolt the roof one tight, and get rid of 300lbs of useless servos...

Thoughts On The Mclaren F1.

As I mentioned in a post a couple days ago, I recently got to ride in one of the most amazing cars in the world, the Mclaren F1. This is an opportunity that doesn't come along very often, so I thought I would take a little time to expand on whatever insights I could offer thanks to my brief and slightly overwhelming trip.

First off, my ride was, quite literally, around the block. So I'm not sure that I can glean much that hasn't been said by much more experienced hacks. I did though, for one instant, get shown that I had never, never been in a really fast car before. I've driven some cars with over 400bhp, and all wheel drive, but they're pale shadows of the acceleration offered up by the Mclaren. Nothing, I have ever felt, compares with the huge push of that BMW V12.

Beyond that, the sheer sound of going fast in the F1 is unlike anything I've ever heard. the car seems to have three settings, burble, roar, and overrun. The car can run just about everywhere through town without going above its fast idle. But when the throttle is opened more than a crack, the motor's whole tone changes, and everything starts to happen very quickly. the engine wakes up ans shouts its approval of the situation as the car is thrown up the road. We must have covered 300 ft before my brain caught up with what was going on, and I don't think the owner floored it. Second gear is demolished in an instant of noise and violence, and third seems to take no longer to run out. All the while the engine is yelling at you right over your shoulder; if you turn your head to the side, you can look right at it as it powers you along. The noise is just as powerful when the throttle is closed, with a series of percussive pops and bangs from the exhaust on the overrun. The sum of all this vocal talent is one of the richest, most involving rides I've ever had. though I do wonder what all that racket would be like day to day.

Another thing I can tell you about the Mclaren is that I don't fit in it. Working for several months at an 11-hour desk job has made me fat and weak, and the car's tiny passenger pods, mounted wither side of the driver are just not up to absorbing my increased mass. Maybe it's an insurance policy on the light weight of the F1; perhaps Gordon Murry didn't want passengers adding so much weight that they could affect the performance and handling, I don't know. What I do know is that a Mclaren is the best weight loss incentive I can think of; a person will do anything they car in order to fit inside and experience the unique sensations it produces.

It's a very attractive car too, and not one that looks its best in photos. I've always liked the way it looks, but at the same time, I've always preferred the beautiful, full curves of Jaguar's XJ-220, or the more alien angles of Lamborghini's Diablo, or Murcielago. In person though, the Mclaren attracts the eye with its better proportions, and more interesting graphic. It is also pleasingly small. I know that's not new information, but until you see it in person, it won't dawn on you just how good a packaging job the crew at Mclaren did. The Jaguar by comparison looks like acres of useless extravagance.

But the most profound thing I discovered while riding in the Mclaren, was a new understanding of the word quality. In many cars, as with all consumer durables, there is a tendency to take the idea of quality and tack it onto a product. The current Bugatti Veyron is an example of what I mean. While I'm sure it's a terribly capable thing, and that sitting in it must be a luxurious and indulgent experience, I'm convinced that much of what goes into the Veyron's feeling of luxury is facade. The cabin is swathed in miles of leather. Every control not wrapped in cow sees to be made of knurled and rare mineral.

But it's all added in later. In the Mclaren, most of what you come in contact with is made out of the lightest thing that could be found to do the job, and there's as little of it as can be made hospitable. Much of what you see, and touch is the bare structure of the car, and all of it interfaces with the mechanics as directly as possible. Those mechanics are also as light, ans strong as they could be made, and they're tuned to feedback as much of the road as you can take. it's this sense of quality being engineered into the tiniest of components, until it pervades the car as a whole, that sets the Mclaren apart from cars like the Veyron, and maybe even more so, the Spyker. there's now jewelry, not barrier between you and the parts of the car you came to enjoy.

In terms of that other great love of gearheads everywhere, the watch, it's the difference between a Hublot Big Bang, and a Stainless-Steel Rolex Cosmograph Daytona. The Hublot is a fine thing, and both are totally unnecessary in a world where a Casio can tell time just as well. But in the Rolex, all the sense of quality comes from the machine itself. There is no mother of pearl, or tacked on carbon fibre; there's no frippery. It's just a machine, one that's been designed from the start, to do it's job better than any other machine like it on the planet. Likewise the Mclaren is just a car, one that just happens to be the best I've ever encountered. Not bad for around the block huh?

Thoughts On The New Lotus.

Well, my first thought is that Lotus need to get away from this whole E-name thing into which they've gotten themselves. I know, it dates all the way back to Chapman thinking that just using numbers to identify cars wouldn't work for the public and naming the Type-14 the Elite, but Evora (though certainly better than Eagle) is a bit of a stretch.

On the plus side, I think it's quite good looking. It's a little thing, which is pleasing in this day and age. It carries a reasonable air of luxury as well, which is a welcome return for Lotus; as much as I like cars like the Elise/Exige, the world isn't totally composed of smooth switchbacks, and sometimes you just end up sitting in traffic.

Let's talk about the styling for a minute. While many on the Internet have been complaining that the car is somehow too ordinary and perhaps uninspired, I tend to see it as pleasingly balanced in overall form, with some nice details that don't go far enough to overturn the understated air the car manages. It's quite low, and carries a strong profile, while details like the concave sills, the rear ducting, and the way the window lines come together to meet the roof at the same spot, are I think, particularly well accomplished. I've heard the front likened to that of the Lotus-based Tesla Roadster, but I can only think that to be a comment on the first picture leaked, because from other angles, the resemblance is lessened.

On the performance front, little is certain because Lotus are being coy on the matter. With under 3,000lbs being pushed by 276bhp and 250lb-ft from a Toyota sourced, 3.5-liter V6, the car should end up being rather quick without quite breaking into the super car league. That weight is delivered in spite of the Evora's aforementioned level of luxury and the fact that, despite being a mid-engine car, it's a 2+2 as well (though the rear seats are apparently so tiny that they fail to show up in press photos). In any case, less than 5.0-seconds to 60mph, coupled with a top speed in the 160mph+ range seem to be safe bets.


The luxury angle really is being played heavily by Lotus, even the photos reveal a cockpit that's one of the most stylish and complete in the company's history. Starting with much wider doors than the Elise that give access to high-backed Recaro seats and such niceties as an Alpine touch-screen entertainment system with Sat-Nav, ipod hookup, and DVD; all contained within an attractive sweep of dash, leading to an aluminum gauge cluster combining analog clocks with rather red LCDs.

The chassis is the first for some time that Lotus hasn't based on the Elise. Though still using the extruded and bonded aluminum that has become as much Lotus trademark as the steel backbone used to be, the chassis is none the less fundamentally different to the Elise and Europa and is the first application of Lotus' VVA (Versatile Vehicle Architecture) the Evora will employ the usual Lotus aluminum wishbones at each end, along with four-wheel disks and ABS.

So, it's a new car from Lotus, and that in itself is something to celebrate. It looks to be a good one as well, which is more important in many ways than being the lightest, or the quickest. Lotus can do those things already, it needs to learn how to make it's cars usable and reliable. The Toyota connection has undoubtedly helped the latter, though I for one do wish that Lotus had gone somewhere else for this V6 as both Honda and Nissan make better 3.5-liter engines, the Honda being especially nice. That motor does seem to be hung right at the limit of what can be called a mid-ship placement, and I'd be interested to read the weight distribution, but then, Lotus must know what they're doing. Right now though, I'm excited for this car. The price in Britain is something like $90,000, which seems a bit steep, but I wouldn't expect one-to-one pricing when it comes to the US. This is the first car in a while that might get me to think about something other than a Cayman or 911 if I come into that kind of money in the near future. It's pretty, it's light, it's quick, it's well done, and it's a Lotus. I can't wait.

One You Can't Buy Here, IV...

One of my favorite current cars about which to dream is Maserati's Gran Turismo S. It's a beautiful car, and the addition of the 4.7-liter version of the Maserati/Ferrari/Alfa Romeo V8 out of the 8C Competizione is reported to make up for the lack of grunt experienced in the "normal" Gran Turismo. It looks to be a new step in the resurgence Maserati has been experiencing in recent years and in most ways is the kind of car they should have been producing for years.

That being said, I have a few small problems with it, not the least of which is that engine. I understand that economies of scale mean that it's easier for Fiat to base Maserati's new beginning on Ferrari's 430, but it irks me just the same. Maserati is a marque with a history as proud and evocative as any in Italy, and to have it share it's bloodline with a brand that was once its greatest rival is just a little sad. I love the new cars, and I'm glad that Maserati have finally found the capital to produce beautiful machinery again, I only with it were theirs. My second problem is the gearbox. I have no doubt that it is improved over earlier versions of the Cambicorsa but it should not be the only transmission option available. A Maserati is not a racing car, and need not emulate current racing machines. A six-speed, complete with clutch pedal would be nice.

And so it is that I find myself wishing once again that the US market had been recipient to that most elevated of the much derided Bi-Turbo lineup, the Shamal. the Bi-Turbo was not in itself a great car, though in many ways not as bad as rumor and history would suggest. It was an attempt, twenty years ago, to bring Maserati forward into the 80s with a car that could be made profitable at a time when the company's aging lineup of super GTs had it lumbering dinosaur like toward extinction. The new, twin-turbocharged V6, from which the model took it's name was a brave departure, and a considerable expense, for new owner Alejandro De Tomaso. The cars were unreliable though, and soon garnered a reputation for leaving owners stranded in ways that the BMWs they had traded in had not. The Bi-Turbo was effectively the end for Maserati in the American market, and even in Europe it was seen as a farce and Maserati became nothing more than an off-beat choice for those looking for something out of the ordinary.

That changed somewhat in 1989. After years of grafting on camshafts and valves, and increasing the displacement of the Bi-Turbo, Maserati uncorked what many at the time thought was the car the Bi-Turbo should have been all along. The Shamal would incorporate a new engine, still based heavily in Bi-Turbo design, but now a V8 of 3.2-liters (basically a Bi-Turbo 90-degree V6 with two cylinders added) that, along with being balanced dynamically, generated 325bhp and 318 lb-ft of torque. That grunt was sent to a modified version of the Bi-Turbo's trailing arm rear end (struts at the front) via a six-speed manual transmission and a limited-slip differential termed "Ranger" by Maserati. That grunt may not sound so high today, but remember, this was in the days when even GT cars could be made reasonably light weight; the Shamal came in at 3,124lbs (the Gran Turismo weighs over 3,900). the results must have been electrifying. Here, as if from nowhere, was a true performance GT from one of the most respected badges in automotive history.

Along with performance figures that put it firmly in the game (0-60 in around 5.0-seconds when a super car could do it in maybe 4.0, top speed north of 165) the Shamal featured a re-style of the basic Bi-Turbo shape by none other than Mr. Super car himself, Marcello Gandini, it even had the signature rear-whee larch cut-outs to prove it. Never a pretty shape, the Shamal is none the less a looker, with interesting proportions and bold, boxed arches. Only details like the (functional) spoiler at the base of the wind screen detract. The cabin was luxurious in the 80s Maserati mold, featuring that signature lemon-shaped clock in the center of the dash; almost every other surface was covered in wood or leather.

Best of all, this new Maserati Gt handled in a no holds barred, tail out kind of way. It was what is chauvinistically referred to as a "mans car" and it took a firm hand to steer it from the rear when all that torque hit the wheels. Here was Maserati's answer to a decade of criticism, a stunning GT that hit almost all the right buttons, and which, of course, was made in very limited numbers. It would be up to the later, V6 Ghibli to take Maserati's fight to the likes of Porsche, but that's another story. In all, only 369 Shamals would leave the factory before production was halted.

Of course I've never driven one, never even seen one in fact, but it remains one of the cars I most covet; one of the cars I'd import myself, just to sit it in my living-room on display. These cars deserve better though. They're made for crushing continents and deliver what must be a very special experience. They are also among the last Maserati GTs made before the total Fiat takeover and the "sale" to Ferrari, and thus are some of the last true Maseratis. today's cars are more advanced and their suspension design is certainly better in concept, but they don't rate as highly in handling, and I can't help feeling like something has been lost in the translation from Maserati, to mini-Ferrari.

Perhaps Performance Car Magazine summed it up best in period with this wrap-up on the Shamal, "Challenging looks, storming performance. Superb." Still fancy that Gran Turismo S? Alas, I've no other choice but to do so...

My Weekend Full Of Cars, I.

Well, it was a long weekend in many ways, with two rides south for the SVT and a Saturday so full of exotica that it's amazing there's something that stands above and beyond the rest.

The trips south were in fact just miles of motorway plowed under tire. It's not really the kind of driving enjoyment I'm into at the moment given the price of Gasoline. I'd rather spend my petro-dollars running up and down mountain passes and over twisting coastal roads. Still, there is a certain satisfaction to be had from spinning away distance that would take days to cover without a car. The SVT is a great tool for the task as well, transforming into a normal Focus when the need arises. It was good to get out of the city for a while, and I'm grateful to the little Ford for getting us there without fatigue.

It was on Saturday though that the weekend hit its Zenith. The local bookstore in which I work plays host to a great deal of interesting and attractive automoblies on the average Saturday. Last week a woman dropped by in a beautifully restored Bugatti type-46 (if I remember correctly), but we have one customer in particular who always brings something cool, and this week he went above and beyond.

I've been trying to explain to friends who don't know much about cars why I'm so excited to have ridden in a Mclaren F1. It's not a car that many people outside our interest recognise in the way they would a Ferrari, Lamborghini, or an Aston Martin. That's insane as far as I'm concerned because even in that kind of company the Mclaren is simply, a car apart.

After a short, but incredible ride I can offer these insights. One: It's not very big. In fact it's small, and the space inside is packaged so well that nothing is wasted. The seats are too small for my overweight American backside, so I'm dieting, just in case I ever get another chance. Two: It's direct, the steering, brakes, and especially the engine aren't in any way isolated from the driver. I didn't need to touch the controls to know that everything was very mechanical and that the control inputs were acting directly on their mechanisms. The steering for example looks to be very heavy, slightly slow, but very direct and accurate. I never saw the owner have to adjust his inputs for over or under reaction all of which must make the car feel more stable at high speeds. Three: It's very, very fast. I only got one clear run up a street, but when that happened, the car simply leapt down the road for about 300 yards before my brain could catch up. And the BMW V12 didn't seem to go through any acceleration of its own, simply jumping into the meat of the power band and on to the read line. The brakes are about the same, only more brutal. It was a drive I'll never forget, and a very special chance to sample, in even a little way, a car that so few people ever get to see. I'm grateful for the memory.

Later the same day, another regular brought over a car in which he'd been promising a ride for several months. I'm a fan of the Lotus Europa in general, but for me, the purest of the cars have always been the original, Renault engined versions have always had the most appeal. this customer has what, with the exception of the ultra-rare type-$&, must be the holy grail of Europa ownership. It's an early series one car with the three-pod aluminum skinned dash. It's been lowered slightly, and it's painted in an approximation of Lotus type-49, Gold Leaf colors. The ride was longer this time, and really served to put into perspective Lotus' reputation for handling. This car just doesn't need to slow down for anything! Through 90 degree rights and lefts the owner would just keep accelerating, and when the back let go all that was required was a flick of opposite-lock on the very quick steering to being the car back in line. The sense of lightness overwhelmed even the Mclaren's lack of mass; here is a car without the pause brought on by excess. It also doesn't feature an excess of passenger space, or door width so again, I need to get my own width into line if I want to own one. Still, Ive never felt any car handle like this, and now I'm scheming ways to get into one.

At the end of the day I was tired and elated and all I wanted to do was go home ans sleep. But waiting out back was one more treat. My boss is a Citroen fanatic, and though I've driven a 2CV based Mahari, my experience with hydraulic Citroen's is was limited to looking at them. That was about to change, because with one friendly inquiry I was about to drive my Boss' wonderful Citroen SM. This is a real treat for me because though I do get to ride in nice cars with some regularity, I rarely get to drive anything this neat, and the SM brought together two matters that are of interest to me. One is Citroen hydraulics, and the other is Maserati motors. What can I say? It was a hoot, and I don't think I've ever been at the wheel of anything so sophisticated, either mechanically or in temperament. This is a car that does everything a little differently. The shift was smooth and long of throw, the engine was powerful once revved, the steering was so quick-acting as to be a little off-putting, and the suspension is the most supple I've ever experienced. It was a great drive, and I look forward to another chance to explore Citroen's wonderful GT. It's a car in which two people could drive from LA to New York non-stop, switching off, and arrive without too much fatigue; it really is that comfortable.

So, an amazing weekend then, and one I hope to repeat in the future. If I do, I'll tell you all about it here.

GTR Only A Tenth Quicker Than An Enzo, Officially Slow.

It's not official yet, but Wikipedia had earlier posted a Top Gear Track lap time for Nissan's super car with back seats, and if it's true, it's astonishing. The car seems to have equalled the Maserati MC12's time of 1.18.9. To put that in perspective the Ferrari 430 Scuderia, Porsche Carrera GT, and Lamborghini are all an identical 9/10ths slower, and even the mighty Ferrari-Enzo-Ferrari lags by a tenth of a second. Britain will have to wait until Sunday to see if it's all real. The rest of us will have to wait another hour for the footage to be up on youtube.

We'll all have to wait a bit longer for Stig to get his hands on the ZR1...

**UPDATE**: Well, it turns out that in the best traditions of Wikipedia, the Top Gear Time for the GTR was in fact, not a fact at all. Still, a time in the 1.19s is nothing to sneeze at. Clarkson seems to have liked the car as well, at least until it broke his neck. For the full power lap, as well as Jeremy's gooey-eyed review of its on-track capabilities, there's the youtube box below.

Mercedes Think Maybe You Just Didn't Like The SLR's Roof, Doors, Windows.

Yup, Z-Germans are at it again. Mercedes isn't saying anything about it yet, but it's no secret that they've been running a camouflaged SLR prototype sans roof, windshield and just about everything else above the belt-line.

Almost certain to be the run-out model for the unpopular SLR (Though we thought that about the Roadster as well), the new SLR Speedster is already running around the Nurburgring and seems to be rather quick about it. Expect this impractical version of Mercedes' practical super car to weigh less and go faster, but still suffer from lack of clutch and retain those funny brakes.

Also expect your friends to ask why you've bought one now that the SL65 AMG Black is out, and the SLC is imminent. Still, if you're a die-hard 55 Mille Miglia fan without a left foot, who doesn't mind bugs in your teeth, this may be the super car you've been waiting for.


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I Think It's Time To Remember What A Real Super Car Is.

If it looks like this blog is in danger of becoming about three new cars and their adventures around the Nurburgring, fear not. I really do know more about cars than what’s broken over the net in the last five minutes and to prove it, I’m going to tell you about a car that I’d rather have than any of the super coupes currently setting pulses racing with their ‘ring times. I’ll tell you of a car so exclusive that only ten were ever constructed and so convoluted in its gestation that it involved not a motor company, but a synth-musician as its major backer. Interestingly it’s a car that still claims to be built today, though at $650,000 it’s unlikely that many more will find homes.

I first encountered the Cizeta V16 in an issue of Car and Driver magazine. It was in the middle of an article that told the then current stories of twenty-four super cars. It was an interesting list ranging from the Bugatti EB-110 to the Bentley Nepal (a car that became the Continental Type R) and contained many cars that were clearly going nowhere. There, wedged in between the Mclaren F1, the Jaguar XJ-220 and oddballs like the Yamaha OX99-11 was a beautiful sports car that seemed almost impossibly wide at the rear.

It resembled a Lamborghini Diablo in some of its proportions (as it should seeing as it was based on Marcello Gandini’s initial design proposal for that car), but it was more angular, and eschewed the Diablo’s tunnel-roof for the better visibility of a more conventional, sloping rear window. It also was said to have a V16 engine made from two V8s on a common crankcase. At the time I didn’t know what that meant exactly, but it was at least four more than anything else in the article, which made it “better” to my power figure addicted, pre-teen mind. The article had a guide to pronouncing the names of the cars within, it said, “Che-say-ta Mow-Row-Der.” I was intrigued.

Unfortunately the company that was making the V16T was anything but healthy. I didn’t know that the “Moroder” part of the name stood for euro-synth icon Giorgio Moroder, or that he and the company would soon part ways. The car was beautiful and the V16 engine had a huge cache, but turning that into a production reality was to prove too difficult. There was little more said of the car in that period. It went on sale in 1992 and left quietly soon after. Except for the occasional “What ever happened to?” blurb in a magazine, the Cizeta was no more.

I always regretted that. It seemed like such an interesting car. It was wide and exciting and the V16 put out a then staggering 560bhp (I know, that’s family sedan money these days). It was capable of 205mph, and would get to 60 from rest in about 4.0 seconds. This was great stuff. But first there was a recession, then the Mclaren F1 and then there just weren’t super cars anymore. Now of course there are again, but anywhere the Cizeta was legal to drive it isn’t anymore, and it never was here, which makes it all the more strange that they’re now being made to order in Garden Grove California.

I’ve seen the car in person and I can tell you that it not only covers an amazing amount of ground, but it looks a million dollars doing so. I haven’t had the pleasure of driving it so I can tell you nothing of that experience, but I have heard it run, so I can tell you roughly what it sounds like when God clears his throat. I’ve sat in it as well and I can tell you that while it is small, it’s my favorite automotive cockpit of the moment. It’s not that it feels super-special it’s that it feels right. The dash isn’t a stripped out board with a race-grade data-logger stuck onto it, nor is it an over designed sweep full of fetishistic details and knurled, diamond-cut this or satin-finish that. It’s a simple pod with big gauges, covered in high-grade leather that sits the proper distance from the occupants and displays information that’s needed. The rest of the cabin follows suit.

Is it really worth the near $700K asking price? No, of course it isn’t, no car is. But as super cars go, this one has something that most others don’t anymore, real exclusivity. It wasn’t intended to be that way. I’m sure that in the beginning, Claudio Zampoli, Cizeta’s founder, intended to build a good number of the cars for sale. At this point however, the lack of success in selling may be the car’s biggest selling point.

No, on second thought, nothing will ever replace that engine, and the noise it makes, as the Cizeta’s best feature. I have no idea how it handles, though the suspension (unequal length wishbones with coils and inboard Koni dampers) is clearly inspired by the likes of 80s group C cars. I know even less about what it would be like to own. I only know that the one time I heard it fire up in person, a shiver went down my spine, and I couldn't think of anything else for the rest of the day. To me at least, that's what a super car, is supposed to do.

BMW Show You What You Can't Have, Even If You Can Afford It.

Oh, thank you BMW. What would I do without this new video of your M3 ALMS racer? This isn't torture at all. No, this race car in no way makes the street car I can't afford anyway look weak and slack. And my dreams from now until you inevitably bring it out, will in no way look like a street-able version of this car with its generous carbon-fibre arches, side exit exhausts, a duck-tail spoiler replacing the high-rise wing, and a stripped-out, carbon-clad version of the stock coupe's interior. Also, when you do make that car, you shouldn't consider it at all necessary to fit it with a true sequential box from the racer... not at all.

Mercedes Show You What You Can't Afford.

Mercedes has seen fit to show us what very few of us will be getting with their new SL 65 AMG Black Edition. The release of a video of a test driver putting the car through somewhat leisurely paces around a test track shows us a few things: One, Mercedes has a sense of humor. It's like they're taking pleasure in the fact that you can't afford this car which is obviously beautiful, and quite fast. Two, it doesn't make a very good noise. There does seem to be a V12 snarl in there somewhere, but it's overlaid with a loud, unpleasant whooshing noise that reminds one more of something made by Hoover, than by Mercedes. Three, there may be more development work to do. this is obviously not a production car because the launch is still months away, but though the pace doesn't seem that high, the car seems to jump around a bit, especially at the rear. More work on stability may be ahead. Still though, it's nice of Mercedes to think of us little people and give us the chance to see what we're all missing. More manufacturers should hurt my feelings thusly. Ive included the video below so that you can feel all the disappointment I do.

ZR1/GTR, Head To Head.

The guys at Garage 419 have gone and made the simple matter of figuring out which baby super car is fastest around a 14 mile strip of German tarmac more complicated. They've synced the video of the Nurburgring laps of the Chevrolet Corvette ZR1 and Nissans new GTR; and they've added a master timer to clarify the situation. The results are... interesting. First off, both timers seem a little optimistic compared to 419's, with the Chevy's being the brighter of the two. Second, the Corvette is clearly faster, which I'd bet half the Internet wasn't expecting.

I wasn't really expecting it either to be frank. It didn't seem possible for the GTR's new-tech approach of combined AWD and super-quick dual-clutch transmission to be bested. It has been. The ZR1 is a simple combination of light weight and large grunt, but that's not all it has going for it. If you watch closely you can see that the driver of the Corvette is pushing much harder than the GTR's pilot. I think that's because the Corvette's softer suspension is letting him attack the curbs more. Anywhere there's a straight though, the Corvette is off into the distance and the GTR is looking at a tailgate. Oh, and it also shows that I can no longer claim disinterest in this affair.

What the video really shows up though is the need for some measure of standardization. I'm not to the point of calling for one driver to drive all these cars in like conditions as I fell that will actually limit the performance of all of them. A driver familiar with the car he or she is driving will be able to extract more performance by knowing what the car can do in extreme situations. I would however like to see one line on the track where these tests start and stop, and someone from the press should be able to hook up independent timing equipment.

Alas, this is not really a likely scenario, so maybe the best thing to do is sit back and watch the video.

New Cars: "I Like My Mercedes Benz Strong And Black, Like My Men" Edition.

Just days after the Corvette Zr1 and Nissan GTR finished (for the moment) a Nurburgring street fight that has lasted months and was driving me nuts; Mercedes Benz has shown both companies the way to tighten the trousers of performance car fans everywhere. Meet Joe Black's car, the AMG SL65 Black Edition. As you can see from the photos it's a stunning example of how to apply the stripped out racer treatment to a production car. It's also a very different car to the capable, but in many ways stodgy Mercedes Benz SL. It's the automotive equivilent of Franka Potente

For one thing, fans of overweight, folding steel hard-tops everywhere have cause to mourn, because the Black Edition replaces that contraption with a beautifully wrought, carbon fibre panel to become a pure coupe. Black buyer's will lose the open air posing option, but combined with the car's new, and beautifully judged carbon fenders the roof allows them to shake hands with a weight decrease of a staggering 570lbs, down to a still violently obese 4,080lbs overall weight. The 6.0-liter, twin-turbo, V12 comes in for review with mods taking power up to 661bhp, though torque is still limited to 738lb-ft to save the dignity of the 5-speed automatic transmission's inner workings. Ah that transmission. It's an auto, so of course this isn't really my kind of car, but what can you expect from Mercedes? If they let the buyers shift for themselves, the car might not last quite as well. At least the shifting, even at 250 milli-seconds, stands to be much better accomplished than with any of the current manu-matic super cars.

Still, this looks to be one of the most hardcore sports cars from Mercedes in years, and I'm including the SLR in that assessment. It's better looking than the rather snouty SLR and it may end up being faster as well, though thankfully it has yet to sprout a "'ring time." It's also cheaper than Big Mac II, though a price north of $320,000 isn't going to have them flying off dealer floors. Mind, that probably won't bother Mercedes much, they're only planning to make about 350 of them. So far, I really like this car, and I think it will make a great development tool for the rumoured SLC Gull-wing. We'll just have to see where Mercedes go from here.

Child Seat Laws, And Why I Hate Them.

When I was very young and the world was fresh and new, I thought the world didn’t have much of a place for children, if I’d only known then what I know now… Adults are very protective of the existence of children, and most of us think that we are looking out for the development of our kids as well. But I think that in some ways those two ideals are counter intuitive, and the more you try to keep a child safe, the less safe he’ll be when you’re not there. I know, by the way that this is hardly an earth shattering idea. I know that most of us have come to roughly this same conclusion, both as a child, and if we have children of our own, as an adult. What none of us count on is a politician backed by bureaucrats, for it is they who take a perfectly good idea like caring for our children, and turn it into law.

Don’t get me wrong, I’m all for laws protecting children; but society goes so far these days, both legally, and through the influence of special interest groups, that a child has nowhere to turn but to authority. Things that were Ok in my formative years and child endangerment now, while today’s parents must goggle in wonder at the fact that my parents both lived to produce me, such is the level of apparent incompetence on the parts of their mothers and fathers.

But let’s stay with things I know for sure. One of those things is that Cookie Monster does not exhibit addiction behavior, and if he does, it’s to cookies. He cannot be blamed for the obesity epidemic in the US, and he should not be forced to eat carrots. Carrots suck. I know also that kids should not be made to wear uniforms to school. I understand the authorities concerns over gang and other criminal related attire; I just think they have the responsibility to do their jobs.

My biggest pet peeve though, is the law in California requiring kids to be kept in those ridiculous car seats until they reach, what is it now, eighty pounds? I didn’t weigh eighty pounds until I was ten! If I’d had to ride around in one of those confining, embarrassing, kid carriers for that long I’d have missed out on quite a lot. Keep in mind this is me were talking about. When I was still very little, less than half the age kids have to be to get out of the plastic purgatory these days, I would ride around in the regular, adult sized seat of my parent’s cars. Sometimes in the front! I remember leaning down to play with the gear-lever gaiter on my dad’s Super Beetle, which I thought was the coolest car in the world at the time. It made a ton of noise and it really felt like it was moving quickly when my dad drove it.

The biggest treat though was in my mother’s Oldsmobile Custom Cruiser station wagon. It was blue, and yes, it had the wood-grain paneling down the side. This was not a fast car, and my mom was not a fast driver with me in the car (I’d later learn that she rather likes sports cars, but that’s another story.), but when I rode to nursery school in that car, my mom would let me sit on the bump. The bump, for those of you who don’t know (and that includes just about everyone) was an armrest that divided the front bench seat. When it was folded down there was a gap between the two seat-backs, but there was about an eight inch gain in altitude over sitting on the flat seat. From that height I could see out of the car, see the world go by. That I knew what my home town looked like was predominantly due to that bump.

My parents would put a seatbelt around me, and didn’t drive very fast with me up there. I’m not sure that made it any safer, but I am sure I’m still here, and that there were a million other ways I could have died as a child. I’m sure too that if a parent were to be caught today doing the same thing they’d be written, if not strung, up for it. If that parent happened to be a celebrity then it would take the tabloids years to stop roasting them. I realize that we live in a different world than the one of the 1970s, but is it really so much more dangerous? Do we have to do everything we can to keep kids safe? Because if that’s true we haven’t begun to scratch the surface of what’s necessary.

But I hope we don’t. I know that it’s sad when I child is hurt. I’ve thought so ever since I was a child. But I think it may turn out worse to have a race of people who never develop because the shelter we place around them turns into a prison. There’s just too much out there to miss out on while you’re sitting at home, not moving at all lest you lose the opportunity to do so the next day.

Corvette ZR1 Trips 7.26.4 Lap! Now With Video! Sort Of!

Well, yesterday I was going on about Chevy's new super-'Vette and my displeasure at their attempts to lap a certain German racetrack faster than Nissan could with their semi-comparable GTR. I now retract those comments. I still don't care which care is faster around the Nurburgring and I won't care any more when Nissan's GTR V-spec debuts in 2010. But I'm glad Chevrolet went out and gave it a try, partly because I like the idea of going very fast mechanically over using a computer to do the same, but mostly because it allowed them to make this video as proof.

It's a very exciting thing to watch. Unlike the GTR which goes about its 'Ring lapping with an almost surgical precision, the big Vette is all over the place with the driver having to apply loads of corrective lock. It even catches air over the Flugplatz.

The video also answers the question about which car has the better motor. I'm sure the GTR's twin-turbo V6 is a great thing what with its 480bhp, but the LS9 is a truly mega-motor with what seems to be the mother of all mid-ranges and a roar that will send anything this side of a Koenigsegg CCX crawling under the nearest rock.

As I still can't figure out how to bring you video on this site I've been forced to include a link to Jalopnik below. Click it, you'll be glad you did.

Very Fast Car

And Now Chevy Is At It As Well...

My first post on this trifle of a blog was a wordy little grump about Honda jumping into the fray with a car that promised to be based less in the philosophy of driving enjoyment, and more in the camp of the extreme performers. It's a disturbing trend that I see all over the industry these days,on e countered only by the likes of Lotus with their flyweight Elises and Exiges. It's a trend that seems to have its roots in Germany's Eiffel Mountains, and that most famous strip of dangerous tarmac, the Nurburgring.

In truth I think even the ring is only a symptom. The public has little understanding of the benefits of light-weight sports cars, and those cars are gradually being regulated out of existence by increasingly draconian safety and emissions laws. Combined with a market that thinks their cars are supposed to be mobile living rooms those laws make sports cars under 3,000lbs a rare sight these days. So, if the already hard to quantify quality of driving enjoyment is also increasingly difficult to produce, who can blame manufactures for generating headlines by turning up the power and using computers to stand in for driver ability in an effort to put real speed in the hands of the masses?

Me, that's who. I'm sick of it. I'm sick of watching cars that should weigh two thirds what they do fly around tracks at break-neck speeds, consuming huge quantities of high-test gasoline. I'm sick of the mantra of speed at all costs, and I'm sick of people buying cars they can't be bothered to learn to drive properly while producers cater to them with stability control programs, and all-wheel-drive systems that stand in for the ham-fisted control in-puts of today's "sports car" buyer. I can't stand to watch the label sport attached to machines that have had all sporting integrity programmed out of them in the name of shaving precious seconds of their lap-times on the world's most exciting toll-road.

And so it is that I've had a change of heart in recent years, or maybe there's been a convergence of philosophy; I've decided that I rather like the Chevrolet Corvette. It's been a long, slow road, to such a fast car. Don't get me wrong, I've always loved the older Sting Rays with their out of this world style and mechanical fuel-injection. I like the 50s cars as well, and I've always thought that the '68-'72 cars made for attractive, and reasonably priced sportsters, at least before the market went through the roof.

Truth is though, the Corvette and I, at least at the more extreme ends of the performance scale, go our separate ways in 1966, with the arrival of the Big-Block. I am not a fan of Big-Blocks. In fact, they are the antithesis of performance in my mind. They don't really achieve anything out of the ordinary for an engine, they just do what any engine does on an enormous scale, and they have no place in a car like a Corvette. Because of the Big-Block, and their lock on the American enthusiast's mindset, I grew up think of the Corvette as an agricultural, and very heavy pseudo-sport. Factor in the decline of the entire US auto industry in the 70s and from 1967 to the present day only one car had any impact on my perception of "America's Sports Car" as being a well intentioned myth.

That car was the C4 ZR-1 of the late 80s and early 90s. With its Lotus developed, DOHC, 350ci LT5 V8 that developed between 375 and 405bhp over its lifetime, the ZR-1 was a Corvette apart. It wasn't the performance that made the car different for me, it was the way the car went about going fast. Here was a Corvette with the specification I craved.

I still get excited when I see one, but not enough buyers shared my fascination and the car was a sales dud. It did succeed in generating interest in the Corvette range, and was an image builder for Chevy as a whole, but the car was over-priced. It didn't help that, other than the monster motor, there wasn't a lot of difference from the regular L98 engined Corvette, and once the asthmatic L98 had been replaced with the muscular LT1, there was even less. Sure, if you looked c lose you might notice the swollen rear arches housing tires wide enough to deploy all that power, and if you sat in the cabin, you might be able to see past the bits falling off long enough to notice the switches for the adjustable damping system. But you had to look hard, and most people couldn't tell the difference anyway.

And so it was that I lost interest again. The Corvette and I seemed destined to sail a different course. I think would have missed the C5 update entirely,, trans-axle gearbox included had it not been for the introduction of the Z06 model. Even that car proved to be only about two thirds of what was needed, bringing the Corvette only up to the level of interesting high-performer for those who wanted something that wasn't a Porsche 911. The C6 introduction though, that got my attention. First there was the news that this Corvette would do something Corvettes just didn't do in my experience, it would shrink.

That's right, the Big, Bad Chevy got... not as big, and with that move weight was kept down. Clearly someone was on an interesting tack here and when the news of the revised Z06 broke the spec sheet read like no American production car before. Carbon fenders, aluminum chassis, magnesium roof structure, Chevy were breaking new ground. Then there was the engine; no, it hadn't sprouted overhead camshafts or 32 valves, but what it did was somehow cram all the displacement of a 427 big-block into the external dimensions of a 350. It generated 505bhp and was lighter than the the Old LT1 (Chevy had supplanted that motor with the Aluminum LS1 in 1997). Chevy then went about demonstrating that they were sweating the details by mounting the engine lower, and further back in the chassis to improve the distribution of what weight was left. I didn't even blame GM for demonstrating their new found savvy by lapping the Nurburgring in search of a competitive time.

Now there's a new ZR1, with a supercharger, 638bhp, and an even more extreme chassis. It's lapping the Ring at 7:26, three seconds faster than Nissan's reinvented GTR. It's got a top speed of 205mph as well, but somehow, this time, the ZR1 and I just aren't playing for the same team. I find myself wondering what could have been if Chevy had stuck to the philosophy they employed so well with the Z06 and made the car even lighter. What if they made it rev higher, and used the ZR!'s carbon-fiber roof to make the car even lighter? What if they had spent the money they used to develop the supercharged LS9 engine on making a coil-sprung suspension would respond even better than the Z06's?

It probably wouldn't lap as quickly, that's what. In the current climate where performances is all that the public responds to the ZR1 makes sense, and it will be a fitting flagship. It's still my favorite of the forthcoming baby super cars too. I just wonder what the world will make of it in 20 years, when we look back, will we see it as a classic icon, or a wasteful dinosaur that, perhaps like the industry as a whole, failed to change with the times.

One You Can't Buy Here III...

I like Hondas. I like most of the cars they've turned out over the years, from the first S500 (Ok, I've only seen Hondas as far back as the S600, stay with me), to the S200 my 70-something mother just bought this year (I love my mom). I think I might like Civics most of all though; truth is, they're my kind of car. I like my cars small, light, quick, nimble, and stylish; and for every era it's been on sale, the Civic has been those things, until lately anyhow. The new Civic embodies very few of the above features, in fact, maybe only one, and then only the Si version. The Si is at least quick; as quick as any US market Civic has ever been, but it's not the quickest Civic there is, or was.

For almost every generation of Civic there has been an Si. First introduced in 1984 for the Japanese market, the Si came to the US in '86 following on the heels of its CRX sister with which it shared its drive-train and suspension. Even at this point there were discrepancies between the US and Japanese cars in equipment and performance. While Japanese Civics and CRXs enjoyed the advanced specification of a fuel-injected, DOHC, 1.6-liter 4-cylinder putting out 130bhp, the US got a carburettor ff\ed 1.5-liter SOHC motor with a less inspiring 91bhp. Still, that didn't compare badly with the competition in the form of Volkswagen's Rabbit GTi (1.8-liters, 90bhp), though Toyota's Corolla FX-16 nuked it with its then new 4A-GE twin-cam (1.6-liters, 115bhp). It was enough, combined with the Civic's small size to produce what passed in the day for a warm-hatch. The real sports customers had the lighter, shorter CRX to cater to them.

As the years progressed the Civic put on size and weight with every revision, but gained in power and sophistication as well so that by the time the 1992 rolled around the EG Civic Si was putting out 125bhp and sported what functioned as double-wishbone suspension, as well as four-wheel disk brakes. Once again the Japanese cars were allowed to out-run the American market. The Civic Si in Nippon sporting the first version of the DOHC VTEC 1.6-liter B16A putting out 158bhp, and if that weren't enough for the island nation an upgraded B16 putting out 168bhp was contained within the new Civic SiR. The US market would get the B16 in 160bhp guise in the CRX replacing Civic Del Sol. I owned one of those cars and the motor was terrific, but the targa roof that indirectly gave the car it's name robbed the chassis of anything like rigidity and spoiled the handling.

It would take the introduction of the EM Civic Si in 1999 to give the B16A the home it deserved. By this time the Si badge had moved to the more popular coupe body. It was a great package for around 17 grand; the B16 motor was smooth and revved to a stratospheric 8,500rpm, delivering its power in a rush at the top. But even then, the Japanese held the best in reserve. The original (EK9) Civic Type-R was a factory racer in the best tradition. Some say that it loses out the the legendary Integra Type-R which was slightly more stable, but by any standard the Civic was fast and sharp. Gone was any remnant of base-model Civic chassis, only the body and interior had any connection. The shifter was one of the quickest in FWD history, the suspension, combined with a well judge LSD (Limited Slip Differential), allowed the rear wheels to whip into a drift at the merest hint of a corner, but the best part was the motor.

In the US the B16B is a myth, a motor imported under the nose of customs and quietly slipped into the engine bays of lesser Civics in attempts to create something resembling the Civic Type-R. In Japan, it was a motor that could be bought off dealers lots in a light weight factory hot rod and driven up canyon roads the same afternoon. It produces no less than 185bhp from the same 1.6-liters as the B16A, but it does so at a truly racer like 8,200rpm, before maxing out at an ear-splitting 9,000rpm. In the lightened chassis of the already lighter Civic Hatchback it made for a 0-60mph time under 6-seconds. It was fast by any standards.

And it never came to the US. For reasons best known to themselves (The Integra Type-R was already on its way to becoming THE tuner car of the 90s) Honda decided that only the Japanese market would support the Super Civic. the second generation (EP3) car made it to Europe with 200bhp and a six speed. The US got another, heavier Si sporting only the same 160bhp from a much lower-revving and less charismatic 2.0-liter engine. Even worse, Honda decided that the double wishbone front suspension wasn't pulling tis weight and replaced it with cheaper, and crappier struts. US drivers learned to salve their wounds with the phrase, "Well, at least this one has more torque."

This time around though it looked like the US was finally through with the short end of the stick and ready to hand it to Europe. The current Si has a 198bhp motor that revs all the way to 8,000rpm. And while the front struts seem to be here to stay, at least were not saddled with the European Type-R's solid rear axle. We even got an LSD, which the Type-R had given up in Europe with the last generation and hadn't re-grown. Sure it's improbably large for a small coupe, but at least the US could hold its head high, at last Japan gave us the good stuff.

But good though our stuff is, the Japanese have saved the best for themselves. The current JDM Type_R is a monumental machine with 220bhp and a modified chassis that seems nearly immune to either under, or over-steer; it simply grips, and grips, and goes, like a rocket. And with their amazingly cool Single Vehicle Approval process, EU residents can import their own. Damn.

I want one. I'd save and buy one if only Honda would bring it in. It's lightened and hardened and exactly what I like a car to be. I want the MOMO wheel, and the Recaro seats, and the steering precision. I think some of you would buy one too, enough of us that there's a market for a fuel efficient, small performance sedan. It's just too bad we'll never find out what could be, or what might have been.