Why I'm Not A Rally Driver.

Yeah, I think I'll stick to Autocross...

Future Shock.

What are we going to do with all this technology? I’ve been wondering this for about a week, and I’m no closer to an answer. The new found pondering stems partly from the obscene cost of the clutch for my poor Focus, and partly from the announcement of Alfa’s new Mito Quadrifoglio Verde, which features Fiat’s new “MultiAir” system of intake-valve actuation.

First to the clutch: In short, the cost for replacement came to a slightly staggering $1561.03. Not to belabor the point, but that’s a lot of money; even more so considering that the car in question isn’t an exotic, but a hatchback, albeit one that’s a bit hotter than the average. The source of all this extra cost is not the clutch itself, but the dual-mass flywheel, a device of questionable benefit that carries with it a major drawback. It’s not exactly new technology, but it’s only in the last decade or so -perhaps just in time for the death of manual shift, but that’s another rant. Designed to allow a certain amount of give between the engine and drivetrain, and thus damp vibrations, it also in theory allows smoother shifting. I have not noticed this in my car’s case. What I have noticed is a motor that feels like a high-revving power plant handicapped by a heavy flywheel effect. The other thing I’ve noticed is that it can’t be re-surfaced in the manner of a conventional flywheel, and thus needs to be replaced at considerable cost with every clutch. The DMF is also supposed to prolong engine life, and allow increased fuel-economy. Of the first, I can only say that I’ve never had to replace an engine in a modern car, and that increased life in the motor must be balanced to some extent against the increased cost of the DMF system. Of the second, well… the SVT gets decent mileage on the highway.

This of course is for a traditional manual gearbox, not an automated manual or the now fashionable Dual-Clutch Transmission. I have little experience driving with either of these systems, and none with owning them, but I cannot believe either would end up making cost of ownership lower. And while I’m sure it’s a great thing to give people too lazy to figure out how to shift their own gears the warm glow of satisfaction in mistakenly thinking they now own a manual gearbox and are real drivers, I can’t see any real advantage to any of these systems. At best they’re toys, a halfway house that allows limited amusement to those who lack the ability to discern between action and interaction. A twin-clutch system may get you to 60mph a fraction faster than you could using only your own left foot and right hand, but is that the point? As I’ve lamented lately, areas where one can deploy a cars performance are in short supply these days, and paying more, both to buy, and to repair, a system that only makes the car easier to drive fast seems counterintuitive. This is the same argument I have against this decade’s fad for AWD rally replicas; as far as I can see, all they offer is less involvement, with three times the differentials to service.

MultiAir is another matter entirely. It’s a system with tangible, inarguable benefits, and it may be the technological leap that lets enthusiasts continue to buy sporting cars for the foreseeable future. In concept MultiAir is little more than a set of hydraulic push rods between the exhaust camshaft and the intake valves. This allows some of the benefits of a DOHC system, with lower drive losses, a not inconsiderable plus by itself. But the real benefits of the system come in when a computer (of course), and a set of pressure regulating valves come into play. At that point MultiAir becomes little short of black magic. This video does a better job of explaining than I ever could. All of this makes the New Mito Quadrifoglio Verde a better car than the first Mitos were. It’s cleaner, more powerful, and more efficient. And keep in mind this is with conventional fuel injection, combined with the latest generation of direct-injection systems, the results could be staggering.

At the same time, I can’t help but be a little chagrined at yet another layer of computer control between driver and car, and the added complexity the system brings to what is, in effect, a simple hatchback. It also seems destined to be a frustrating source of extra maintenance and fluid leaks. In truth, it’s been a while since home mechanics could realistically pretend to care for a new car without specialist assistance. But with systems like MultiAir and Direct-Injection motors become so complex that almost no involvement with the machinery is possible. There simply isn’t anything (other than perhaps changing the oil) that you, and a set of tools, can bring to the relationship. It’s just as well that they cover engines over with sound deadening these days, seeing one could only make you a little sad.

Again, I could be wrong; perhaps MultiAir will prove not only incredibly reliable, but also maintenance friendly, a drive system that can simply be drained and dismounted as a unit. Time, and ownership surveys will tell. But at the moment it’s just another pile of complex technology that takes the automobile –especially the performance car- further from being the purely mechanical objects that I’ve known and loved, and further toward a computerized transport module that makes me want to take the bus.

Out With The Old, In With The... Much Older.

I've been thinking lately of moving on from my trusty (somewhat), old (increasingly) Ford Focus SVT. Something about the $1600.00 clutch job I just endured, and the $300.00 for a key that I paid less than two months previous, and the fact that it eats brake discs at the same rate it runs out of pads...

Don't get me wrong, it's been a great car, and has provided daily transport, and driving fun, deep in the heart of LA, for several years now. That said, it's getting on in years, and mileage, and fun as it is to drive, it's a bit charmless. It's expensive to run as well (as mentioned above), and that keeps it from being as useful as a daily driver as one might assume from its hatchback proportions. It's very sensitive to setup and so every time I hit a pothole, or parallel park (a common occurrence as I have nothing so luxurious as a garage right now), I end up terrified that I'm going to kill an expensive damper, or knock the alignment out.

Ok, so what I need is a reliable daily driver, about which I don't really have to care, and that I can maintain cheaply, to a level where it should last for years... But this isn't Consumer Reports; this is Gearhead's Lament, and that means doing the stupid thing, while using all my knowledge of cars to convince myself and others that it's actually the wise move. In that spirit, I'm looking less at five-year-old Toyota Corollas, and more at something like... this.

I can hear my father hissing in disapproval from over 300 miles away, but he needn't worry too soon because finding a good one (not as good as this one of course) is going to take some work.

It's going to take some change in lifestyle as well. No matter how well I'm able to restore an Alfa Berlina, I don't think it will work for daily transport in the way that say, a Ford Focus should. I'll have to make some adjustments to the number of miles I drive, and look into an increase in bicycling locally. That's kind of the point however, I'm willing to accept that an Alfa has its foibles and limitations because it's a special car in a way that a Focus, even a fast, fine handling Focus just isn't, so I'm willing to make those adjustments. The Berlina is the suggestion of a friend of mine who, it must be said, has Alfas on the brain. It would however, almost certainly be a more practical choice than the other suggestion I've gotten since mentioning the idea of trading away the Ford... this one.

The Europa comes with almost all the foibles as the Berlina, then adds its own limitation, space. No, Europas don't have a lot of space, and finding a good one will be just as big (though perhaps not as expensive) an undertaking as the Alfa. All that said, while it won't even challenge an Alfa for practicality, it might just be more dependable once set up. That little Renault engine (not the Alpine motor in the video) is actually pretty bullet-proof as long as it's kept cool, which really just leaves the electrics... well, at least there isn't that much that's electric about the car... right?

All of this is probably just a lot of talk. I do, after all, have a life to look after, and limited funds on which to live it. But the thought of actually buying into a really special car, and not paying much more for it than I've been paying for a modern hatchback is appealing; if I can make it work, you'll read it hear first.

Temptation.

It had been a while since I'd driven that stretch of freeway. The last thousand or so times I'd been through here, it was bumpy, and constantly narrowing from the right as lanes disappeared. Badly lit too, with lights only at the outside. Now though, the I405 between Bolsa Chica and Hwy 22 had been transformed into a two mile stretch of well lit, straight, flat and above all wide concrete. And it got me to thinking...

Not that I could make any real use of it. Traffic was too heavy, even at midnight on a Saturday. And anyway, the Focus is badly in need of a clutch replacement. But you couldn't escape the idea that at a different time (say, 3:30am on a Tuesday) big speed would be possible here. In the right car, really big speed.

Now of course it's illegal to drive at more than 65 miles per hour on the I 405, and almost everyone disregards that speed limit to some degree. I'm not about to get involved in a conversation about the moral aspects of using a performance car's capabilities on public roads except to say that I think the argument is a stupid one. Everyone's capability behind the wheel is different, and planning for the lowest common denominator on the road carries as many problems as it solves. The law is the law, and you're bound to respect it, and none of us do. And keep in mind here that I'm not talking about running to top speed. Nothing committed, or focused, where a driver might feel bound to continue in the face of danger and through groups of other road users. Just the act of holding back until you're alone on the road, flooring the throttle, feeling the rush of acceleration, and backing out with room to spare.

It's a sad fact that there are damn few places where a motorist can use his or her car without those tax collectors in the black and white painted sedans chasing you down and ruining three years of mandatory insurance payments just to suck a few hundred dollars out for doughnut supplies. This stretch is no different in that respect, but play your cards right and you'll have the moral high ground here. With this much forward viability, there's simply no way you can hit anything, as long as you brake early, and don't mess around when other cars are around you. That means not being an asshat about it. That means actually taking the time to think about what you're doing, and whether or not you're putting others at risk by creating a huge speed differential with other road users, or pushing your car (and yourself) farther than you're comfortable with, or capable of.

And let's not pretend that big speed doesn't come with increased inherent risk. It does, and you need to recognize that, and take steps (many of which we've already discussed) to minimize those risks, especially where they pertain to others. To make sure that if you do have a really effing big one, you have it alone, and suffer the consequences of your actions. That said, in many countries, and in experiments here in the U.S. delimitation has actually led to lower accident rates, and lower rates of fatality.

In the end, I went through that stretch of I405 at one of the slowest rates ever. even without the duff clutch, the Focus has never sported what you'd call scintillating power, merely sufficient given the chassis' ability to maintain momentum. It'll be a while before I can afford a car that can make sense of that freeway, and even when I can, I'm not sure I'll actually take advantage it. It's a lot of risk for a few seconds worth of adrenaline. Still, it's tempting.

A Weekend In Monterey.

Yup, I finally made it. No, not all the way to Pebble, that will have to wait until next year. I did however make it to the Historic Races at Mazda Raceway Laguna Seca, which may actually be better. These cars didn't just sit there, the roared around a track, and warmed-up on the paddock within arms reach. There were no ropes around the cars, nothing to keep you from touching them, except perhaps a sense of reverence.

I actually thought to take a camera this time! I forgot, and left it at home, but I thought about it. I remembered to borrow a camera though, and I remembered to use it to take pictures, no easy feat when you're busy plotting to steal a Maserati 4cl. You'll notice that none of the cars are in motion. This is because even when I remember to bring a camera, I am unable to pan with moving cars while jumping up and down with excitment. Here then are some of the pictures I did take.



The first shot is a Maserati 8CL, the second is a Tipo-60 Birdcage, and the third is a car I've wanted to see for a long time, a Denzel. Think of it as an Austrian Porsche and you're not too far off.

Speaking of Porsche, they were the featured marque, and the place was lousy with them. From humble 911s to screaming 904s and roaring 917s. There was a Porsche display with former Le Mans winning cars, and an on-track procession with everything from a pre-A 356 Cabrio, to an 804 F1 car, to the Le Mans winning 1998 GT-1.



That's a 718 F2 car at the bottom, the 804 is the first pic, and the GT-1 (which was awesome to see on the track) in the middle. I have no idea how I manged to avoid taking a picture of a 904 because it was all I could do to keep from tripping over them; they sounded incredible though, possibly the best noise of any car on track.

Picking my favorite car is next to impossible, and I'm not sure where to rank things like seeing Sterling Moss, or The Stig. I've got a short-list assembled here though, and it starts with the Alfa Romeo 33/2.


Next up is an original Rene Bonnet Djet! I've seen Matra Jets before, but never the Bonnet car.

The Maserati 250F never got off the trailer while I was around it, but that didn't stop it being a huge event for me.


But of everything there, the car that has stuck with me these last few days, was a failed GTP car that Mazda fielded in the early 90s. The RX-792P never won a race, in fact it didn't finish very many in its one season career. No, the Mazda will be remembered not for its winning ways, but for losing with more style than any ten other GTP cars ever had. I remember it mostly from a Mazda ad that circulated in magazines when I was young, and I've come across the static display car before. The car at Laguna was not static, it popped and gurgled its way through the paddock, and wailed its way around the track. I didn't expect to see it there that day, I never really expected to see it, but there it was.

It was part of a weekend to which I've been looking forward all year, and one I'm anxious to repeat. Monterey 2010 here I come!

Moretti Sportiva.

Here's a little gem I've been meaning to post for a while. It belongs to an acquaintance of mine, and is an object I covet more than just about anything owned by anyone I know (there's the small matter of a few Duesenbergs and a Mclaren F1 in there...). It was built in the 1970s by the children of Giovanni Moretti and is based on a Fiat 850 Berlina. This particular example is sporting Abarth power. The car is particularly tiny, and though it isn't fast, it's jewel-like in appearance, and would make a great commuter if it weren't for the impossible to replace bodywork and trim. Sorry about the crapulance of the photos, but my phone plus florescent lighting don't make for great pictures. Maybe next time I'll remember my camera. Till then, enjoy.

Innocenti Mini.

This pulled into the parking lot at Autobooks yesterday. Just thought I'd share a few pics. Despite having an updated Bertone body, this is basically a BMC Mini underneath as far as i can discern. Coolest part is the (rather large) hatch. Sorry I couldn't get any pictures of the interior.

Opel Insignia OPC.

In need of Pontiac badge, now!

Monaco, 1961

I've got Lotus 18s on the brain today (it's a long story), so I thought I'd take a look at what might be the car's greatest victory, as piloted by Sterling Moss, for the Rob Walker team. The introduction to the race featuring Monte Carlo native Louis Chiron is worth watching in and of itself, as is the POV lap of the track with points of interest including the chicane where "Albert Ascary" went off track, and into the harbor. that said, there's also a lot of wonderful vintage footage, and drivers from Moss and Brabham, to Hill, Von Trips, Hill, Gurney, and Ginther and cars like the Porsche 718, and Ferrari 156... even if it does mis-identify Bruce Mclaren as being from Australia.

There's a nice piece in here where Maston Gregory talks about the changes to the cars for 1961.


It's interesting to note that many of the same controversies in F1's present day can be found as far back as '61 (and much further if you look hard). The same misplaced goals of cost cutting, and increased safety through slowing down the cars, are responsible for the decrease from 2.5 to 1.5 liters for 1961, and the ever changing aero-rules and engine freezes of today. these measures were as controversial, and effective as those being implemented by the current FIA administration, and had the same net effect of stirring up the pot, and bringing different talents to the fore. If the current rule changes end up producing racing anything like this, they may well have been worth it after all... but don't hold your breath.

Phill Hill talks about the Ferrari, and Bonnier (for some reason not Gurney) talks about the Porsche.


At last, the race has actually started.


As many things as are similar to today's F1 circus, one major difference stands out. The presence of three young, talented Americans, Californians in fact, all sitting at the sharp end of the driver pool, one of whom would go on to be champion in 1961. Today, no such hope really exists. The last American in F1 (also the first in more than a decade) left two years ago after one turbulent, and unproductive season. Ginther would lead from the start at that fir4st GP of the 1,5 liter formula in Monaco, but failed to hold off Moss, and so his debut (and only) f1 victory, would have to wait until the last race of the Formula, in Mexico, in 1965. But that's another story.

Sebring 1958.

Just a little silent film reel of the 1958 Sebring sports car race.

Audi R8 LMS, V10+RWD.

We can has homologation special?

599XX Has Pipes Like Ethel Merman, Can Probably Belt Out A Tune.

I Don't Know About The Batteries.

The electric power-train isn't really very interesting to me (though if it's something you like that's your business), but I do wonder if Ruf can do this ultra-hip soft-window Targa conversion on any 997 Porsche.

Other Things I'm Missing In Geneva.

Wow, I'm not sure how the rest of the internet managed to miss out on this Koenigsegg, and the Zonda Cinque, but Ultimatecarpage has got a 280 shot gallery from Geneva, and I've grabbed some choice bits.

Pagani Zonda R:


Koenigsegg CCX and Semi-Auto Transaxle:


Gumpert Apollo Speed: Fewer spoilers and a terrible paint scheme don't a better looking Gumpert make.


Spyker C8 Aileron: Just a couple more shots.


SLR Sterling Moss:


Ruf CTR-3: There was of course, the electric Ruf there too, but it's really not this blog's theme. It did however sport a very cool soft-window Targa option.


Lamborghini Murielago LP670-4 SV:


Pagani Zonda Cinque: The script on the engine lid is reminiscent of the Lamborghini 350 GTV prototype's signed hood.


We'll have more on some of these cars as soon as I get through drooling over them.

I Know, It's Been A Little Quiet In Here Lately.

Not that you've probably noticed, but a couple of this week's updates have been pushed back. That's been because A: I'm very, very busy at work with deadlines of someone else's making, and B: I'm getting sick. So it seems that I may have to forego a couple of regular features, and instead, you'll have to be content with a few pictures I've stolen from around the internet, taken by people lucky enough to be in Geneva this week, and not seventeen years ago, which was the last time I was there (and still didn't get to go to the show). It's a pretty good crop of super cars this year, which is gratifying, because I can't see quite the like of them coming along in the future. Sure, we'll probably have ways of moving fast across the ground, but for some of us, this may be the last, best Geneva show. Enjoy.

Ferrari 559XX:


Lamborghini LP670-4 SV: Incidentally, Lambo had one of the hottest "booth professionals" at the show, but Jalopnik won't let me steal a picture of her because they're mean. Here's the link.


Porsche 997 G3:


Spyker C8 Aileron:


Aston Martin One-77: That's one hell of a chassis!


Well, what can I say, check back next week.

Via: Autoblog.