Why Cars?

It is clear that when someone decides to dedicate an entire blog to one topic, that specific subject is of special importance to them. As such, some may wonder why I chose cars to be the subject of this page and the posts within it. In a broader sense, many wonder why it is I have such a love, truly a love, for cars. Simply a mode of transportation for many, a utilitarian item, almost an appliance, it may be a strange concept to exhibit such a passion for an inanimate object. In this specific case, I beg to differ, as I find the automobile to be a very unique item as far as the relationship we may form with it. Beyond the sheer beauty of some models and designs, cars are one of the single greatest forms of self expression that we may own. Cars also create visceral sensations, and enable a human being to experience movement and speed at the limits of what can be achieved on ground. Cars have personalities, and quirks, and each brand a differing ideology to align with. I do love cars, and there are plenty of reasons why.

A car says more about its owner than any other individual item they own. Whether we like it or not, what we drive sends a message, a loud one, for others to pick up on either actively or subconsciously. If you think about it, in most cases, a car is the most expensive possession someone owns outside of their home, and it goes with you wherever you travel. You may have a beautiful home, but unless you invite people over, they'll never see it. That leaves whatever you drove into town as the next most significant representation of what is important to you, as far as what you're seen with. Cars are big machines, sometimes loud, with lights and motors and moving bits; they attract attention. Now this is not to say that the importance I'm placing on what a car says about the owner is related to the cost. Of course, big money cars represent status, but that's less the point here than the nuance of what everyone chose, down to that $1000 beater. Pull up in a minivan, and the assumption is you have a larger family and need to transport them around; your children are your priority at this stage in life. Bought a new Subaru? Probably somewhat outdoorsy or sporty, like safety in all weather, maybe just have a fear of driving in the snow. Toyota Camry? You're the responsible thinker, you want reliability at all costs, you want a car that always gets you there that doesn't require much maintenance and hold value well. We all chose what we drive for specific reasons, and there's a fun in being able to state what those reasons are, in choosing what we want to represent.  Am I the serious businessman in my black sedan, or the fast-and-loose thrill seeker in the yellow sports car? Cars allow us to make these statements in a very public way. Just try pulling up somewhere in a lime green Porsche and tell me that crowd that gathered isn't trying to figure you out. You can't say the same about a watch, a pair of shoes, or new patio furniture. Every time I choose a car, I put thought into what it says about me, and enjoy doing so. Who do you want to be? You get to choose what that curb-side first impression is. When you drive away from that curb, you get the greater element of what a car offers you.

Cars, for me, above all the design and the image, are about the drive. It may seem obvious, that is in fact what they're for, but I'm talking about 'The Drive' as in the experience of really testing a car's capabilities along with your own. I, for example, love the rubber band pull of torque, that shove of acceleration you get from a big block V8 for example. Cornering is another fun element when you start to get into some of the nimbler performance cars, or start to upgrade handling components yourself. If you're a skilled driver, and in tune with your car, you can literally feel the road, you can sense the cars limits with exacting precision. Learn a car well enough and you'll know exactly how much more throttle you can give it through a bend before those tires let go, or just how late you can brake without winding up in a tree. Cars, in essence, are your own personal roller coaster, your road going fighter jet, your real life, multi-sensory video game. Few things beat the thrill of a passionate drive, with the vibrations, and rushing air, roaring motor, working hands and feet, even flexing your core to wrangle the car while your eyes pick lines through turns and scan for hazards. This is an experience you own, can share or enjoy yourself, at almost any time with the turn of a key and enough gas. What other device that one owns can deliver this kind of feedback? Not to mention, this can all be enjoyed while actually getting somewhere. It's your space, and mode of expression, providing you with endless entertainment and joy while delivering you to a destination. What's not to love? Well, there's plenty about car ownership that can be challenging, but that's the third element that makes cars such a unique thing.

Car ownership is a relationship. I mean this in the most literal sense, and it lends to what becomes the 'personality' of the car you own. You carefully select your car, you put time into learning about it before you commit, and it's a big commitment. You receive joy and benefit from the partnership, maintain it as expected, though trouble can arise, and unexpected costs, and some frustrations. You are willing to fix these problems, out of love, and in the hopes that you can spend more time together, though sometimes when the problems are too severe and too frequent you have to walk away. Cars have quirks, some specific to particular brands, like the Crayola crayon smell of earlier Mercedes leather. It becomes easier to see how your car takes on a greater significance, comes to life in a way, when compared to other possessions. We spend a significant amount of time in our cars, and when we take them places we associate those memories with them; we drove up that mountain in the old Dodge, or remember when the new puppy got carsick in your Mustang? Cars, in this way, are a friend or a part of the family; they are significant.

Plenty can be said about the aesthetic elements of cars, with some of the worlds best designers and engineers crafting stunning figures in metal and carbon fiber. I can go on about materials used, or the features they packed into an interior, or performance and handling. These things, though, are not what makes a car truly special to write about, they are not what allows me to say I love cars. Cars are an extension of you, your personality, maybe even a hidden side you have. Cars take you places, and give you superhuman capabilities, turning the world into a sprawling racetrack. Cars are friends and family members, there with you when you need them, and with needs of their own. Cars matter to me, they are and always will be a passion of mine. While I know this passion isn't universal, I believe if you consider some of my points you may realize just how significant your car is to you too. Who knows, you may realize you're more of a car nut yourself than you originally though. If you are, and I hope you all are, there's whole community waiting for you, here and all over the world. All you need to do is drive over.

See you on the road,

Alexander

Those Magnificent Michelins

I will admit freely that for a long time, when it came to tires, I was quite the hater. I didn't understand why people would spend big money on absolute top tier rubber, when I found the various more reasonably priced offerings perfectly acceptable. I could understand for track use, but as far as a daily driver, why soar well past $1,000 a tire swap? I recently took the plunge, and was honestly very surprised.

Eddy, who was interviewed in a previous post, always buys Michelins. Specifically, the Michelin Pilot Super Sport tires, lauded by endless reviewers and forum junkies, and with a price to match. Now as far as tires go, these are up there cost-wise, not the most expensive on the market, but well above your average tire. For example, these tires are often compared against the Hankook Ventus V12, which many say performs almost as well, if not equally as well, though run around $400 less a set for my car. I always jabbed at Eddy for this, partly because I just didn't get it, and partly because I couldn't imagine spending what he did on those damn Michelins.

I've driven on Continentals, Goodyears, Nittos and BFGoodrich tires, and found pros ans cons to each, though enjoyed them overall. My favorite well-priced all-season touring tire to this day is still the Continental ExtremeContact DWS; I recommend these for the anyone looking. Now this last tire decision came about for two reasons. One reason was the tires that came on this set of wheels I purchased, the other was my new suspension. To start with the latter, I had just purchased and installed a coil-over suspension in my car, which vastly improved the handling capabilities of my BMW; something I hoped to maximize given the investment. As far as the former, the wheels I bought for this car came with a set of the absolute worst tires I have ever owned. Brand name Accelera, model Phi, these no-name hoops of hockey puck plastic run under $100 each and make a great pick for a big-wheel trike or little red wagon. With all the handling bits now in my car these tires were the limiting factor. It was now or never, and I bit the bait.

Flush with a little tax return money, I decided it was time to see what all the hype was about. Roughly $1200 later, these stupid tires were on their way to my installer. Let me restate, that is the most money I have ever spent on any set of tires, and I wasn't particularly thrilled about it. About a week later, the tires went on, and  rolled out to the highway for the first time. Let me remind the readers that my car has all wheel drive, and by this time sat low on coils. This combination, now with these tires, felt unstoppable.

That car, that day, could not be un-stuck and the tires hadn't even worn in yet. I ahve since tossed that car into corners and twists and off camber-banks as hard as I can and they return almost boring predictability in never losing their bite or feel. These tires are absolutely amazing! You get a combination of incredible road-feel while still experiencing overall smoothness, insane grip, good wear, low noise, and and a very stiff square sidewall. Best of all though may be their performance in the rain. Wet traction with these tires is almost scary. I say scary because you feel barely any difference between dry and soaked roads they grip so well, and that can get you into trouble.

In either condition, I have never felt more confidence in a tire and will absolutely purchase these for any high performance vehicle I own. I may have shrugged off the tire fans in the past, but now I will gladly join them, waving a big flag with "Michelin" printed across it. Do yourself a favor, if you can, and if you have a car that can take advantage of them, get a set of Pilot Super Sports.

See you on the road,

Alexander

On the Horizon: Potential Next Car Picks

As my friends will tell you, I don't hold on to cars for long. I love too many different models to keep from constantly trading and buying and selling, and so my average length of ownership is about a year. It's a miracle the BMW has lasted as long as it has, and I've had cars as for as short as five months. With that said, I'm feeling the itch again, and this time I'm going big.

Literally! I'm dying to drive one of the few car styles I have yet to own; a big muscle sedan. Four doors, a big V8, preferably even a manual, decent handling, these cars are just giant gloved fists ramming their way through traffic. I love it, the sheer grandeur of the concept, and I need to have one. Which one is the question, and I've narrowed it down to a few options:

Number 3: The 2011 Mercedes Benz E63 AMG

Featuring a 6.2L V8, this was the last year the E63 retained the naturally aspirated motor before switching to the biturbo 5.5L. I personally love that 6.2, and it proves to be much lower maintenance than the twin turbo motors. Additionally, this particular year has incurred some amazing depreciation, meaning you can buy the once low six figure car for about the same price as a new Accord. What do you get for that price aside from the incredible 500+hp output and snarling exhaust note? You get the highest representation of the options offered in an E-Class that year, top notch seats, excellent handling, and phenomenally muscular exterior styling. In my opinion this is the year to get. The downside will be the maintenance cost, as a used AMG is no Honda, and you have to expect even routine items will pummel your wallet. An easy example is the front brakes, utilizing two-piece rotors that will run you a cool $2000 a pair. Difficult to find a well maintained and documented example, this car is on my list but only if I find the right one.

Number 2: 2015 Dodge Charger Scat Pak

A sleeper in the Dodge lineup, this four door muscle yacht hides a very serious powerplant under its unassuming hood. Otherwise fairly similar to a standard R/T, this trim gets big Brembo brakes, Bilstein shocks, and of course the monster 6.4L Hemi rated at 485hp. A seriously big car, it can haul a car full of friends with their luggage in the trunk and still have room for snacks. Not that anyone will be eating snacks in my damn car. These things can hustle too, propelling their mammoth heft to 60MPH in the low 4-second range, seriously quick. Not to mention how great they sound, and the surprisingly nice interior and tech offered. A real steal as far as price for performance, also registering with insurance companies for less than the badged SRT models despite the same motor. Advantages here are also CPO coverage given the year, and how little the car will have been driven. That said, it's going to be hard to find one used so soon, and they don't come in manual.

Number 1: 2012 Cadillac CTS-V Sedan

In my opinion, this car is king. Most importantly, you can get the crazy sedans with a manual transmission, which essentially has me sold on the spot. Oh, and the fact that manual is mated to a 556hp supercharged 6.2L V8, one of those LS motors I'm always raving about. That motor also happens to be insanely moddable, with numbers like 700hp and 800hp in reach if you're crazy enough. By the way, I'm crazy enough. Best part is, they're still a Cadillac, and despite some unreal track capability thanks to world class chassis engineering, they have the interior luxury to match the marque. Tough to find an unmolested copy, and with the manual, but this one is the top of my list.

I've driven many things, but most of these things have had only two doors. I'm ready for my first big sedan, but it better have the power to match, and for me that means a V8. I look forward to lighting a cigar in my new boulevard bully, and the thing better be all black.

See you on the road,

Alexander

High School Dream: The Story of My SVT Cobra

It was Junior year of high school, and I had already decided cars would be an active obsession of mine for a life. Having already leased my first vehicle by then, a new Dodge Dakota, black, with the 4.7L V8, I found when it came to cars passion trumped logic. You see, this was a lease vehicle, as in not mine to own, and yet I had equipped it with different wheels and tires, a body lift, intake, milled throttle body, tubular headers, cat back, tune and tonneau cover. I didn't seem to mind much that this was money down the drain, this was my baby, my first "car," something special to me. I have to admit, the truck was pretty quick and cool and sounded great after all that work. Was it wise? Probably not, but undoubtedly fun to experience that transformation and know it was my own creation. Sure, the truck worked for the weather and winters here in New York, and came in handy for my other hobbies like mountain biking, but I caught another bug about a year into ownership. What bit me was speed, I wanted to go fast, I wanted to feel the pull of torque and the scream of horsepower.

Don't get me wrong, the truck had some balls, but it was in no way sporty. I needed something different, something credible with a pedigree of performance. I began to research my options, Corvettes out of reach, Camaros not my style, German imports too high maintenance, and sport Japanese models lacking the clenched fist power I craved. Finally I stumbled upon my answer, not by specs alone, not with visual appearance, but with a sound. You see, I always liked Mustangs, as many young men do, but there was something too common about them. That's when I heard a Mustang that sounded unlike any of the others I was used to. That's when I heard the 32V variant of the modular 4.6L V8 that they only drop in a very special Mustang variant. That model was the SVT Cobra of 2001, and wound up being the car I was determined to buy. Everything in that car was just a bit sweeter than your average Mustang, from the suede-laden interior, to premium sound system, to beautiful hand-built motor, and stout 5-speed manual transmission. Only issue was, I didn't know how to drive that manual transmission.

Undeterred by this small fact, I finally found the car I wanted in Long Island; a stock, silver on black, one owner car with low miles. Still unable to drive manual, I had to bring the mechanic, and now friend that worked on my truck to test-drive the car for me. I played the whole thing off like "I know how they drive" and I just wanted my mechanic to drive it to diagnose any issues. Car checked out, loan came through, and my father was kind enough to drive it home for me as I still couldn't drive what was now my car. First stop? Parking lot. Time to learn how to row gears. This should be the point that you start to get an idea of how my car habit resides in my heart and not my head. I had, here in the story, spent a little over $4000 to terminate the lease for the truck I spent even more modifying, to turn around and buy a sports car I couldn't drive with the intent to learn in said sports car. Back to the parking lot, I took the wheel and worked through a few hours, and a decent amount of clutch, learning how to operate a manual transmission. Luckily, I was a bit of a natural, and was moving through 1st, 2nd and 3rd with a modicum of ease by the time we left. I thought this to be the moment I would switch back with my father to have him drive home, but he had other plans. Gesturing toward the exit, he made it clear that my second lesson was a full blown road test. During that trip I learned two things, one being how quickly I can start the car again after stalling at an intersection. Two was just how fast my new toy was.

Turning onto the Saw Mill Parkway during a large break in traffic, I looked at my dad and half shrugged, the universal sign for "should I?" My father responded with a quick thumbs up, which is the last thing I remember before burying the pedal in first gear. Tires squealed as the car rocketed forward at what felt then like supersonic speeds. In my euphoric mix of delight and terror I forgot all of my lessons and within a couple of seconds the car was bouncing off the rev limiter with my dad pointing at the stick shouting "shift!" I couldn't help it, the car just got there faster than I ever anticipated.

Faster, a word that would define my automotive pursuits from that point on. I built that car out over time with a list of modifications that could take pages to write, and still stands as the car I did the most work to of any I have ever owned. I knew then that this was going to be an interest that would define me from then on, determined to drive or own as many cars as I could. I simply wanted to, and still want to experience every kind I can. I'm on my way, 10 cars later, and have no intention of stopping. There's just far too many amazing vehicles to try, and life, like that first gear in the Cobra, is simply too short.

See you on the road,

Alexander

Interview With a Gearhead: Eddy Villalobos

While out in the community I run across car people of all sorts. From people who take their trucks off-road, to classic collectors, to the shade-tree mechanics. Rarely do I meet people that not only love their car, but all cars in general as much as I do, and who take the extra step to actually test what they own on the track. One such person, who I have become good friends with, is SCCA Advanced Class racer and car enthusiast Eddy Villalobos. Eddy has driven a variety of high performance cars, modified almost every single one, a few to the limits of what can be done to them, and spent plenty of time destroying perfectly good tires on various racetracks. Here's what he has to say:

Alex: Alright Eddy, why don't you start by telling me what made you first fall in love with cars?
Eddy: My dad putting me on his lap and letting  me steer the Lincoln when I was around 5 or 6. instantly I knew I loved driving and wanted to do it all the time.

Alex: So when you got older, what would you say was the first "driver's" car you purchased?
Eddy: *Laughing* My first car... Mazda Miata. Didn't get to my third payment before totaling it!

Alex: How'd you do that?
Eddy: Better to explain another time...

Alex: Fair enough, and understood. So you went from totaling Miatas to tearing up race tracks. What do you think best helped advance your skills as a driver?
Eddy: Skip Barber Racing school and multiple accidents on the street experimenting.

Alex: Favorite moment of Skip Barber?
Eddy: Passing 8 drivers on the last day, making fast laps with minimal mistakes. Perfect laps are a feeling like no other.

Alex: That's excellent! So with all this track experience, what do you drive on the street nowadays and what made you choose it?
Eddy: A Mercedes Benz C63 AMG. One test drive is all it took.

Alex: That sure is some car... stock?
Eddy: It has an ECU performance tune, higher flow air filters, better wheels and tires...

Alex: So not something people want to run into on the road.
Eddy: Some cars these days can absolutely hang with it, but with 500-plus horsepower it's up in the top 90th percentile of fast sedans.

Alex: What's one current car you're excited to see on the market, and why?
Eddy: I'm very excited about the Porsche GT4. It's a purist car through and through. Can be driven daily without issue and romped on the track and make quick work of laps.

Alex: That's one hell of a car too, absolutely agreed. On the pricier side for sure, though. What car would you recommend to someone looking to get started on the track? Their first race car?
Eddy: I say go with what you have. Learn how to drive. Driver mod is the most important mod of all. Spend money for the track time, instructors, and school if you can.

Alex: Great, now we'll all have 18 year olds bombing around Lime Rock with mom's Honda Odyssey and an instructor.
Eddy: That 18 year old will be the safest guy on the road though *laughing*. Better to bomb around on the track than on public roads.

Alex: Ha, fair point! Any last words of wisdom for the readers?
Eddy: Save the manuals.
Alex: Well said, friend, well said, and see you on the road.

So with that, Eddy went tearing off in a cloud of tire smoke to go blow the doors off some unsuspecting Mustang with the C63. If you're ever up at Yorktown Cars and Coffee on Sundays and see a gleaming white C63 AMG on dark graphite wheels, that's Eddy. He'll probably be smoking a cigar nearby, so feel free to pick his brain if you spot him. He'll also likely be wearing a t-shirt or hoodie with the "MN" logo for Momentum Nutrition, his fitness supplement company. Really excellent products, I recommend you check them out at Momentum Nutrition and be sure to follow them on Instagram at @officialmomentumnutrition.

See you on the road,

Alexander

A Discussion About Speed Limits

Alright folks, this one is personal. I have court tonight for my first ever speeding ticket, and it has me in the mood to rant. Let me start by giving you the story.


Cruising down the Taconic on Memorial Day Weekend I kept pace with traffic, which was moving swiftly, as I headed home from a drag race in West Lebanon. Nothing seemed alarming about my speed, I rarely had to pass anyone, and there was adequate space on all sides of my vehicle to perform any braking or evasive maneuvers I may have needed to. About 45min into my trip, I was driving in the left lane when I noticed a Ford Fusion coming up rapidly, finally arriving about 2' from my rear bumper where he stayed. The right lane was too crowded to change lanes, but I noticed an opening a couple of cars ahead, so I accelerated to reach it. As luck would have it, upon doing so, I notice the unmistakable sight of a red and white light bar in my rear view mirror. I did what we all do... drive as calmly as possible until that light bar finally erupts into a nightclub worthy display... along with my temper. Mind you, I have no tickets on my license, none, totally clear. I thought I would get some slack here, but that wasn't the case. In fact, I got a speech about Memorial Day Weekend statistics and accidents and a full lecture on driving, in addition to a hilariously oxymoronic quip that I have a "nice clean driving record and should try to keep it that way..." while being handed my ticket. What was the speed you ask?


78 MPH on the Taconic, which has a 55MPH speed limit.


Sounds like a lot on it's face, that's 23MPH over, which is a hefty fine and a full 6 points on your license. Here's my issue though... try to drive 55MPH on the Taconic during a busy time and tell me it's safe, or even safer than keeping pace with traffic. Traffic is never moving at the speed limit, as far as I've experienced. Try to slow to even 60MPH and you're dodging cars ripping up behind you or driving for an hour one brake check away from a new trunklid. Same goes for many major conduits of travel here in NY, be it 287, the Saw Mill or Bronx River Parkways, etc. Go to pass someone in traffic already moving at 70MPH and wham, you're doing that 78 MPH I got stopped at.


I feel that these speed limits should be updated to reflect current traffic patterns, and the technology of modern cars today. That, or penalties should more accurately reflect more realistic driving situations. Perhaps fines based on relative speed, such as your speed in relation to the next fastest vehicle around you, or traffic conditions. In fact, speed limits haven't been adjusted since the early 90s, and only two areas in the country have speed limits over 75MPH despite limitless roads in several other countries, or "Advisory Speeds" around 80MPH.


Sure, I may be biased at the moment, but I still think it's worth a look. What do you think? Comment below.


See you on the road,


Alexander

SeaFoam Spray: How To De-Gunk Almost Any Motor

There exists, in your local auto parts store, a plan white can containing a surprisingly fun, one step solution to cleaning an old motor. I'm not talking about scrubbing the externals, I mean scrubbing the carbon and gunk from the internals; primarily the combustion chambers. That can contains SeaFoam Spray. Not only do I swear old cars run smoother after this process, I think it's worth the show alone... more on that later.

1. First thing you'll need to do is of course buy a can of Seafoam Spray. What does this can look like?

Plain! You probably walked right by it.

Not fancy, but trust me there is magic in that bottle. Cheap magic too, as you should only expect to pay about $10 for the bottle. All you'll need is that can, a friend and a screwdriver. Don't have friends? You have bigger issues than a dirty motor to attend to.

2. Warm up your motor. Shouldn't be an issue, as you just drove to the store to buy a bottle of your sweet new motor-restoring friend SeaFoam Spray! If you bought the spray and failed to read on at the time, now's when you go back and let your car run until it reaches full operating temps.

3. Shut your car back off!

4. Open your hood, and take a look at that motor. I hope it's something worth staring at, though if it needs a cleaning that may not be the case. Either way, knock it off and locate your intake assembly. Trace this hose back to your throttle body and you'll find a band clamp of some sort, with a flat or Philips head fastener. Loosen this band and pull the hose away from the throttle body.

An example of how this fitting will look,

the square metallic component is the throttle body, black hose is the intake assembly.

5. Here's about the trickiest part. You now want to attach the supplied plastic hose to the nozzle of the SeaFoam Spray can. Take this hose and fit it within the opening you created with the tip facing toward the throttle body. Ensure this placement does not interfere with any moving parts, such as the throttle plate itself. SeaFoam has provided a handy diagram to illustrate this placement:

6. Replace the intake hose. Ensure the hose fits snugly over the plastic tube and throttle body, in its original location, though no need to tighten the band again at this time.

7. Have your friend start your car, and manipulate the throttle to hold engine speed at about 1000RPM. While the motor is running at this speed, depress the nozzle and spray a continuous mist of SeaFoam until the can is empty. Your finger might get sore, hand may cramp up, stop whining about it and keep that nozzle depressed.

8. Once can is empty, shut your car back off. Now you need to let the car sit, I recommend 15 minutes. Use this time to remove the plastic tube and reinstall your intake assembly, now tightening the band clamp.

9. Has it been 15 minutes? No? Go make some coffee and wait the full 15.

10. All set, 15 minutes later, the fun part. Start your car up and go for a drive. This isn't just any drive, you want to really floor the car when you can; I mean run it hard. The idea here is to now burn off all the buildup the spray just loosened up. Oh, and be warned, this burn off does make smoke... a lot of smoke.

How much smoke?

Your neighbors will love you!

11. Drive for about 10 minutes, by which point the smoke will have stopped. Voila! That's the whole process, and you've now blasted whatever manner of black crud has built up in that motor right out your tail pipe. I recommend performing an oil change at this time as well if at all necessary, as a fully clean motor simply runs smoother.

Enjoy what should now be a cleaner, better idling, and possibly faster car thanks to one can and a few easy steps. I have found this process to be safe on just about any type of traditional gasoline powered motor, but be sure to do a little research for your specific application to be on the safe side. Oh, and try to get video of the smoke show, it's always a lot of fun.


See you on the road,

Alexander

Nissan's GT-R Ruined the Art of Driving

Here's one that a lot of people aren't going to like. I do mean a lot of people, because these stupid cars have such a ridiculously loyal fanbase you can so much as sneeze in the direction of a GT-R without getting Nurburgring lap times shoved in your face.

"Help! I'm drowning! You with the car, help me!"

"This car? 7:08.69 Pal!"

We know! We all know the GT-R puts up stupendous lap times, breaks track records, annihilates competitors at the local drag strip and so on. We also all know these cars have no soul. Instead of a soul, it has what Nissan calls VDC-R, or Vehicle Dynamics Control. This system is the brains behind this beast that, in conjunction with a very advanced all wheel drive setup, essentially ensures you can't do anything but make this car go fast. You simply can't make mistakes, you don't need to know how to do much more than press a pedal and turn a wheel and you're faster than everyone out there. Sounds great, right? Wrong! It's awful, and purists are rightfully perturbed about it. This car is essentially a video game, it's all computers and no skill, no feel, no nuance; point and go. This means your local over privileged 18 year old can drive one faster than the 45 year old with 15 years of track experience and the Mustang he built along the way. I don't like it, and you shouldn't either; it's simply not the way things are supposed to be!

Yeah, even he is faster than you in that thing

Well, apparently someone decided to make even more upgrades to this stupid car for 2017, and the good folks over at AutoBlog have written a review:

Read Full 017 GT-R Review Here

Right off the bat you see what I mean when they write:

"Haters bemoan the GT-R's clinical and uninvolving quality, but their high-minded critiques should be taken with a grain of salt. Nissan's flagship sports car has been both heavy-fisted and enthralling, with an appetite for asphalt only matched by its unrepentantly harsh ride and acoustics."

Oh, I'm a hater alright, and let me translate that passage for you. "Clinical and unloving quality" can read "robot like predictability because there are 100 electronic nannies to keep you from having to actually drive the damn thing." As far as "unrepentantly harsh ride and acoustics" we can just refer back to the fact the GT-R, up until this point, had an interior made primarily of recycled Legos with enough creaks, pops, road noise and rattles to make one wonder why they paid six figures for it. Oh right, Nurburgring lap times. Good time to mention that track is in Germany... Are you all taking your GT-Rs to Germany?

But just how easy is it to make this car go fast? Surely these expert drivers took this car through its paces. Well read a little lower and you hit this gem:

"First off, launch control is easy to engage (switch traction and gearbox to R, press both pedals, and release the brake), and my hard launches proved repeatable and addictive — I counted six before the open road beckoned."

That's what I thought! This is why people buy the car, to activate launch control and go "Wheeeeeeee!" a few times and impress friends. No more clutch drop and throttle modulation, careful rolling burnouts or traction control, just press both pedals, release one.

Okay, but maybe it's not all bad, they improved a few things, got rid of that shabby interior, tweaked some tech, why not get one and just enjoy those launches like a personal rollercoaster.

"The zero to 60 mph sprint remains unchanged at 2.7 seconds, but commensurate with the tech improvements is a price hike, from $103,365 to $109,990."

Yes, this ride costs $110,000 now. It's a video game that costs as much as a small condo, and requires no skill to drive. I'll pass... figuratively of course, those damn cars are too quick.

See you on the road,

Alexander

These Supercar Owners are Pretty Okay

As you may recall, I think most people that own supercars are jerks. It's not that I think they're jerks for owning those rolling works of art, just that the poor cars draw a type that I generally try to avoid.
If you didn't read that article, shame on you, though you can be forgiven by clicking the link below and reading it now:


You really should have this article bookmarked


Now that we're past that, I want to highlight one of the exceptions I mentioned. I stumbled upon this group, and thought it was worth sharing with all of you. What they're doing is great, and while I participate in more pedestrian charity rallies, this one is really special. Called the FOG Rally, this is a Ferrari Owners Group spinoff, Ferrari Owners Charitable Foundation (FOCF) hosted rally based out of Silicon Valley. Each year, in recent years, this rally has raised nearly one million dollars for charities like Make-A-Wish. With all sorts of high-profile sponsors and vendors, and tons of media involvement, these guys have enough clout to really draw support from the uber-rich in the surrounding areas, and that makes them, in my book, a pretty great group with a great cause. Best of all, they feature some truly incredible and rare cars, all ripping down a carefully selected course from Silicon Valley to Lake Tahoe; this run is definitely on my bucket list.


These supercar owners are definitely okay in my book, they count as cool people. I think an essential part of enjoying whatever privileges you have achieved in life is being able to use them to help others. What better way to give back a bit of the privilege of owning a Ferrari than using it to participate in charity rallies such as this one?


For more information: FOG Rally


See you on the road,


Alexander

What's Wrong on Wikipedia: Part Two

As you recall, I found some inaccuracies in the Wikipedia article related to one of my favorite motors, the BMW N55, and altered them for a previous post.

If you missed it, you can find that post here:

What's Wrong on Wikipedia: Part One

Now, we can take a quick look to see how those changes have done since we left them to fend for themselves. There are, of course, legions of corporate saps pouring over the internet making sure the propaganda stays consistent.

Drum roll please...

If you'd like to check for yourself

Lo and behold! My changes stuck! This either means that the PR team at BMW has fallen asleep at their keyboards, or I am truly the most knowledgeable car fan on the internet. Those are the only two options, please do not suggest any others in the comments below; ego can be a fragile thing. Regardless, I for one feel happier that the world has been made a better place with the inclusion of more accurate information in that Wikipedia article. Stay tuned, I'll be hunting for more and posting them as I find them.

See you on the road,

Alexander

Best Websites for Used Car Shopping

Having bought and sold quite a few cars online, I have stumbled upon some excellent websites to check next time you're in the market for another car; or to torture yourself with right after you bought one. I found the following sites either generate the highest umber of relevant results, or provide a resource for some of the most obscure finds. Skip the used car lot and click on one of these.


CarGurus

As far as mainstream sites, where dealerships generally list their used inventory, I find some difficulty using most of the names out there. Sites like Autotrader and Cars.com generally flood you with results that are either irrelevant, cumbersome, lacking info, or outdated. One of the best sites to use, and one which also works very well on mobile device, is CarGurus. CarGurus allows for lightning quick searches that you can easily narrow down, but that generally return the most appropriate results the first time. They also list their cars by value versus the average market price, clearly highlighting whether the car is a "good deal," a "fair deal," or a "overpriced." This site also makes contacting the dealership easy, and navigation is very smooth. One of the first places I check for car prices, or just to dream of potential future purchases, you should absolutely give them a try:

CarGurus

SVT Performance Forum Marketplace

On the other end of the spectrum are the obscure, one off, and fully modified vehicles only listed by private owners, and generally in local forums. Whether it's a rare motor swap, fully caged race build, or ungodly assortment of turbochargers and nitrous bottles, your best odds of finding it for sale are on SVTPerformanceForums, in their marketplace within the other vehicles section. I discovered this site when I owned an SVT Cobra, and keep checking year after year to find an astonishing array of impressive and rare builds at very reasonable prices. I promise you'll be shocked at what you find here, and I apologize in advance to your significant other for spending your vacation money for you.

SVT Performance Forum Marketplace

VWVortex Classifieds

Both Audis and Volkswagens are popular all over the country for either their al wheel drive capabilities, performance, luxury, or handsome styling at affordable prices. Next time you're shopping for anything Volkswagen/Audi, check out the classified section of VWVortex. You can find all makes on models across all years from either manufacturer, anywhere from a factory stock and well maintained family cruiser to a race prepped classic.

VWVortex Volkswagen Classifieds
VWVortex Audi Classifieds

E90 Post Classifieds

Another used car favorite, BMWs change hands more often than your office stapler. Flooding all manner of car forums and used car browsers, it's sometimes hard to know where to start when shopping for one used. I always suggest starting with enthusiast forums, and E90 Post is one of the best as far as activity and availability of cars and parts. Click around for some great regional forums where you can find excellent deals, and for the parts and accessory specific sections. If you want the complete vehicle, the link below will take you directly to the "cars for sale" section.

E90 Post Used Car Classifieds

Those should get you started in hunting for your next great ride. While there are many options, these are the few I browse regularly and for good reason. If you know the exact make and model you want, I often recommend checking a brand-specific forum and following a thorough pre purchase inspection process before buying. As far as dealerships, check that CarGurus site, and you'll surely find a great deal on what you want, or what you didn't even know you want.

See you on the road,

Alexander

Symphony of Combustion: My Favorite Exhaust Notes

While the look of a car catches my attention, and the performance keeps me behind the wheel, the sound a car makes is what truly captures my heart. In fact, an exhaust system of some sort has always been first and highest on my list of modifications to a car. I need to love the song a car makes, and regardless of looks or performance, a lackluster note can be a deal-breaker for me in considering what to drive. While not a comprehensive list of examples, I wanted to share with you a few of the meanest, most beautiful, or absurdly aggressive exhaust notes I have heard or found in my travels.


Right off the bat, a motor/exhaust combo that's near and dear to me (did I mention I love Corvettes?) is an LS powered car with a big cam and headers. Nothing sounds more like trouble than the loping, crackling idle of a cammed LS motor followed by the ear splitting roar that tears through a set of headers when you rev one.

Case in point:

Chills and goosebumps every time, and for the full experience grab a set of high-end headphones, turn the volume up as loud as it goes, and wave goodbye to your eardrums. That combo strikes fear into the heart of competitors the moment you hit the ignition; it doesn't get any more brutal.

On the other hand, we have exhaust notes that are beautiful and melodic. Still aggressive, but with a glorious song-like quality, we turn to the world of Ferrari V12 powered cars. Nothing sounds quite like a Ferrari-12, and my favorite from this realm is the 599GTO, a ridiculously limited production world-beater variant of the already superb 599GTB.

How does it sound? Well...

I'm not sure it gets any better than that, and there aren't many car fans that would argue. That smooth melody ripping to an astronomical redline is something I recommend everyone find a way to experience in person at least once in their life. If you're not a Ferrari fan, you will be after the first few gears.

Well, of course V12s sound phenomenal, but what happens if we cut the number of cylinders in half? Harder to find a 6-cylinder car that makes a sound worth noting, unless you just love vacuum cleaners. One exception here is the unique note of any of the Porsche 911 Turbos with catless exhaust systems. The flat six note, combined with the distinct turbine whirl of the turbochargers, and a raucous snap and crackle on overrun makes these cars a treat to hear flogged on a track.

Here's an example of a 911 Turbo S with a Capristo exhaust system:

Not bad at all, is it? Heck I'd drive one around town a gear too high just to keep hearing that crackle every time I let off the throttle.

Now, for one of my absolute favorite exhaust notes in one of my short list dream cars.  Jaguar combined the sinister snarl of a straight piped V8 with ear splitting pops and cracks from what may be the most insane stock exhaust system ever installed on a production car. These cars simply don't make sense making the amount of noise they do right off the showroom, and I love them for that. An absolute must have, we conclude with this monster, and what a terror it is:

...What? Your steers are singing? I love that car.

See you on the road,

Alexander

Porsche Butts

If there's one thing that can make or break the design of a car, it's the back end. Nothing deflates a car person faster than walking around the newest generation of their favorite car to find a tail that just ruins the whole image for them. Like a supermodel with a tramp stamp portrait of ex boyfriend, you're in love until she turns around; at which point you fall back and let her keep walking... fade away, friend, just fade away.

Some notorious examples of polarizing rumps are the Bangle-butt BMW's, the transformer taillights of the new Corvette C7, and the flat slab Nissan GT-R. On the other hand, there are designs that just seem to keep getting better, each one even prettier than the last, and as far as nice rear ends it's hard to beat a Porsche 911.

"Baby got back"

A contributing factor is of course the rear-engine layout of the 911, meaning the design needs room to fit the drivetrain, in addition to wide rear tires for traction, resulting in a seriously meaty backside. Add the additional cooling or aero required for some of the higher performance variants, and you're left with a very wide, muscular, contoured set of quarter panels. Porsche then completes this effect with beautifully sculpted taillights, creating a low and stretched appearance rarely matched by anyone else on the pavement. Each year, with output increasing, the performance demands mounting with competition nipping at their heels, and inclusion of ever increasing amounts of once race-only features, we see these attributes increasing in dimension.

Compare one of the earliest and most basic 911 models, to one of the new 911s and you start to see how this effect has evolved:

Note, again, the size of the tires being fit along side that rear mounted motor.

...Or simply join me in dreaming of owning both.

Now notice the difference between a new base model, and one of the highest performance variants of the same car, and you'll begin to understand how the width is functional as well as aesthetic.

Wider, lower, more tailpipes, more aerodynamics, more vents, and huge tires.

You're left with a dramatic sweep, from sheer width, over each wheel, straddling a contoured roofline. These "haunches" are so pronounced, in fact, that owners often experience rock strikes and paint chips leading them to  cover each in protective film. It lends the car a purpose built look, as though the sheet metal was pulled taught over the functional components, no line folded without reason. Legendary performers, these rears are as dramatic as the lap times they can crack off.

While so many focus on the front or 3/4 angle of a car, the face, I feel there is so much more to be said about the designers' abilities in rotating it around to view the rear of the vehicle. With tons of beautiful options on the road, it stands as a point of difference separating a car from what you can consider great, and what you can consider perfect. It's a difficult area to perfect, with every line in the car coming to an end, many functional components, lights, tailpipes and so on, a great butt is a rare thing on a car. My personal favorite is the Porsche, and given the performance of most 911s the rear is a view we're all likely to see. Most times that would bother me, but in this case, I don't mind watching one pull away in front, because these cars are perfect from all angles.

See you on the road,

Alexander

A Note About Flat-Plane Crankshafts

With the release of the new Ford Mustang GT350, we now have a very special type of motor within our reach. Once reserved for exotics and race cars, flat-plane cranks offer distinct advantages in track and race applications, with some drawbacks for street and daily use. To understand these differences, let's first take a look at how these cranks differ from a standard 90-degree cross-plane crankshaft.

Cross-plane (90 Degree) Crankshaft

1,5

3,7                        2,6

4,8

Flat-plane (180 Degree) Crankshaft

1,4,5,8

2,3,6,7

Above, we have a visual depiction of how both types of crankshafts if viewed from the front. You need to visualize these as rotating assemblies, viewed head on, with rods and pistons attached. Each number corresponds to the cylinder in a V8. You notice that the top crankshaft, the traditional cross-plane, evenly distributes the rotating assembly by dividing the pistons across four 90 degree angles. Flat-plane cranks, on the other hand, stack four cylinders and associated rods/pistons in one of two opposed 180 degree angles. This means two things, one a benefit, and the other an issue, as far as road cars are concerned. The direct opposition of these rotating masses on the flat-plane versus the cross-plane means no counterweights are required, leading to much faster revving. If you've ever heard a Ferrari wail to its redline and back with the tap of the throttle, you can start to understand how this is an advantage. What this causes, however, is a noticeable vibration to the motor, as the directly opposed sets of pistons alternate in position, creating a back-to-forth shift in overall weight noticeable by the driver.

This unique arrangement of pistons also requires a unique firing order. Because there are only two "points" to the crankshaft, the firing order of a flat-plane motor always alternates cylinder banks. Whereas a cross-plane car distributes the firing order across a constant rotation of cylinders.

To illustrate:

Traditional Cross-Plane

BANG

BANG                                                                                                            

BANG
BANG

BANG                                                                                                            

BANG

BANG                                                                                                            

BANG                                                                                                            

Modern Flat-Plane

BANG

BANG                                                                                                            

BANG

BANG                                                                                                            

BANG

BANG                                                                                                            

BANG

BANG                                                                                                            

In this flat-plane car this effect not only scavenges exhaust gasses faster and more thoroughly, leading to increased power potential, but delivers an unmistakable sound. As opposed to the rolling, burbling note of a cross-plane V8, the flat-plane develops more of a shriek. That trademark Ferrari wail mentioned before is one such example of that sound. Traditionally associated with exotics, this change in sound will be a unique element of this new Mustang not previously found in any American production sports car.

Another example of race technology trickling down to the standard driver, the development of a flat-plane standard production car excites me. Offering fast revving, soaring redlines, a trademark scream and a visceral rumble through the steering wheel, a flat-plane V8 is a tremendous experience one once had to be able to afford a supercar to experience. Now, when these cars come up for discussion, or appear at your local meet, you'll have a bit more knowledge regarding what's under the hood.

See you on the road,

Alexander

Evolution of the C7 Corvette Stingray, a Buyer's Perspective

As a Corvette fan, I have stayed in tune with the changes made to this platform as it has evolved through various generations. These changes should be considered by anyone considering the purchase of a Corvette, as one year may mean some serious differences while the price is nearly the same. One main reason for this, is each generation of Corvette maintains a nearly identical body style over its run, with the significant changes appearing under the skin. You can't see most of these things, and if you're an untrained buyer that could mean missing out on some great features. For the purposes of this article, we are going to focus on the newest generation of Corvette, the C7, AKA the Stingray.

2014, 2015, 2016... Can you tell which is which?

 Debuting in 2014, the Stingray represents the most modern iteration of the Corvette, new from nose to tail, and featuring the unprecedented technology and performance. Most notable is the interior, which now matches the world-class performance, raising this generation up to finally contend with serious luxury sports cars from other countries. While already far more feature packed and advanced than past generations, there were some big leaps made in the spec sheet even in these few years. Let's look closer:

2014 Features

• Carbon fiber hood and removable roof panel
• Fiberglass composite fenders, doors, and rear quarter panels
• Hydro-formed aluminum chassis
• Indirect LED rear tail lights
• Tremec TR-6070 7-speed manual transmission with active rev matching
• Hydramatic 6L80 6-speed paddle-shift automatic transmission with Active Fuel Management
• Driver mode selector with five settings: Weather, Eco, Tour, Sport, and Track mode.
• Functional hood and side vents and inlets (cooling and aerodynamics
• Advanced driver display with 69 selectable sources of information 
• Sport touring seat or competition sport seat for track driving with pass-throughs for a racing harness
• All new Corvette LT1 engine, featuring direct fuel injection, Active Fuel Management (cylinder deactivation), and continuously variable valve timing, rated at 455hp/460tq
• Z51 Performance Package including: dry sump lubrication, close-ratio gearing, transmission-cooling system, larger alloy wheels and dual-compound tires, larger slotted rotors and brake-cooling ducts, electronic limited-slip differential and differential cooling system, unique chassis tuning, optional Magnetic Ride Control active-handling system with Performance Traction Management.

Pretty stellar list, and includes a lot of car, even more than what's listed. Let's then look at what changed for 2015:

2015 Changes

• Performance Data Recorder: A 720p high-definition camera mounted within the windshield header trim, which records the driver's point-of-view with audio
• 8L90 8-speed automatic replaced the previous 6-speed 6L80
• 2.41 limited slip rear axle ratio for non-Z51 cars equipped with the 8AT (Z51 cars retain the 2.73 gearset)
• Two colors added (Shark Gray Metallic and Daytona Orange Metallic)
• Sueded upper interior package standard with 3LT order package
• OnStar with 4G LTE
• ZF1 appearance package for non-Z51 cars (provides Z51 wheels and full width rear spoiler)
• Multi mode exhaust standard on Z51 cars
• New wheels optional on non-Z51 cars
• Carbon Fiber exterior package

Now the list offers a few things that are nice but not necessary. In this category are the new optional wheels, and the sueded upper interior. What remains, however, are some very serious differences that make this a distinctly superior car than the 2014. First and foremost, for anyone opting for the auto, the switch from the old 6-speed to the very advanced new 8-speed should be a no brainer. Aside from faster shift times, and overall performance, the new transmission also delivers vastly improved fuel economy in utilizing a full two extra gears. Second is the new lower gear ratio now standard, dropping 0-60 times on models so equipped by nearly .2 seconds. Lastly, as far as major changes, is the inclusion of the multi mode exhaust system. This valved system allows the driver to select four distinct tones and volumes of exhaust note, tailoring the sound of the car to their preferences and precluding the need for an aftermarket exhaust. All of this amounts to a superior Corvette, and a clear choice over the 2014.

Considering the 2015 beats out the 2014 in such significant ways, the 2016 must be better still, correct? Let's check!

2016 Changes

• New exterior colors: Long Beach Red Metallic Tintcoat and Corvette Racing Yellow Tintcoat
• New Two-tone seating options
• Front Curb View parking cameras
• Two new leather stitching options: yellow and red
• Power cinching hatch and trunk
• Exposed Carbon Fiber weave hood insert
• Red, White and Blue Full Length Racing Decal Package
• Magnetic Selective Ride Control without Z51
• Carbon Flash Badge Package
• Two new motorsports aluminum wheels
• Apple CarPlay and Android Auto capability

So taking a look at this list, we see primarily aesthetic changes. Some new seating colors, new stitching options, new paints, wheels, etc. Of note are the curb view cameras, aiding parking without scraping wheels, and the availability of the superb magnetic ride control in non-z51 cars. That said, it all doesn't amount to a huge difference in car from 2015 to 2016, and mainly in the optional equipment.

What does this tell a savvy buyer? Your best bet would be to find a fully loaded 2015 model at a slightly lower and depreciated price equivalent to the cost of a brand new Corvette of a lesser trim. In essence, you get the most bang for your buck out of a one year old CPO car. I so strongly believe this to be the case, that I made this recommendation to my new girlfriend. This past weekend we picked up her 2015 Corvette Stingray Z51 3LT, absolutely loaded with every available option, for nearly $25,000 less than a brand new car of equivalent build.

When it comes to Corvettes, pay attention to the year and what changes were made for that year. GM's evolution of its platforms, within the same generation, can make for a great deal if you know what to look for, or a pile of regret if you didn't do your homework. A truly phenomenal car regardless of year, you won't regret purchasing any C7, but pick the right year, and you get that much more.


See you on the road,

Alexander

Top 5 Underappreciated Motors

In the automotive world, we have our favorite motors. Legends of iron and aluminum whose names elicit memories of tire smoke and law-breaking speeds. Legends like the Mopar 440ci Hemi, the Chevy L-88, the Toyota 2JZ-GTE, and the BMW S54B32. We focus so much conjecture and conversation on the great motors in history that we often overlook some of the perfectly impressive powerplants that have made their way under the hoods of the cars around us, and this article is dedicated to those hidden gems.

5. Volkswagen/Audi (VAG) EA888 2.0T Inline-4

Let's be honest, VAG puts this little motor in everything, and has for quite some time. Debuting in 2008, the EA888 2.0L turbocharged motor features 4 valves per cylinder (16 total), direct injection, an iron block and forged internals. Those latter bits mean strength, and strength means more boost, which we'll get to in a moment. Hanging off the side is a tiny little turbocharger, giving this car low lag times, and nice low-end grunt. Ranging in output, depending on application, from 168hp/207tq up to an impressive 296hp/280tq, this sweet little four-pot is generally hearty enough to deliver a pleasantly surprising amount of performance from the cars it powers. You're already sold on this motor aren't you? Well hold on to your butts, because the best part of this tiny two liter is once you slap a tune on the car. Turbocharged cars in general mean easy power; turn up the boost, make more of it, done and done. Some motors respond better than others to this type of tuning, and few as well as the EA888. Throw a tune and a downpipe by APR on an EA888 and you're good for 336hp/404tq, which starts to enter the realm of serious power. Add in this mix some amazing fuel economy and a great baritone exhaust note, and this miniscule monster is a winner.

4. Mercedes Benz M104 DOHC 3.2L  Inline-6

Here's an example of a motor that is more about the potential it has, as a platform, than what it delivers on its own. In fact, the stock numbers and performance are likely why it's so often overlooked, especially in the United States. A constant fan of the minimalist mystique, smooth operation, and forced induction capabilities of Inline-6 motors, this particular beauty has always intrigued me. Most fun, in my opinion, is the 3.2L DOHC variant of the M104 with a respectable 220hp/229tq, also the most powerful version from the factory. While a sweetheart of a motor on it's own, the real fun comes by way of now prevalent aftermarket turbocharging kits. What Mercedes may not have planned, and we still don't seem to recognize in the US, is that this platform makes an amazing foundation for big turbo builds. What was once a budget-minded alternative to V8 options in Benz sports cars can be boosted to insane levels, from milder 400hp kits, all the way to outputs near 1,000hp. These motors, especially in the case of the more extreme turbo kits, also make a hellacious sound, somewhere between orchestra brass section, and jet-liner takeoff. The M104 is a gem, slowly fading into history, with production having ended just before the year 2000. Worth considering for your next build.

3. Ford DOHC 32V Modular 4.6L (Naturally Aspirated) V8

Only produced for a short few years, and placed in a small handful of cars, primarily the SVT Cobra of 1999 and 2001, this all aluminum screamer is one of the great V8s of the modern era. Unfortunately, the naturally aspirated DOHC 4.6 was quickly overshadowed by the supercharged version debuting for the 2003/2004 SVT Cobra. Still, the earlier motor features several excellent specifications making it worthy of much more praise and attention than it generally receives. Unlike the later motors, the early naturally aspirated 32V utilized an aluminum block, resulting in a far lighter motor overall, and better weight distribution in the cars it powered. That said, the majority of the blocks produced up through the beginning of 2001 were manufactured by Teksid in Italy. These blocks are capable, in their stock form, of handling up to a reported 900hp despite their minimal weight. These motors are also top end terrors, power peaking near their 7,000RPM redline, allowing a skilled driver to wring out each gear on a track. While doing so, the driver is also treated to one of the most melodious yet ferocious exhaust notes produced by a V8, unmistakable to previous owners, and enough of a reason alone to own one. Putting out 320hp/317tq in the Cobra, this motor was plenty to tackle the competition at the time, and responded very well to modification. It also served as the basis of the motor in Koenigsegg's absolutely ballistic CCR V8 where it produced 806hp/680tq. Aside from all that, these are big beautiful motors, with monster heads, aluminum intake manifolds, and nicely contoured valve covers. Those later supercharged models may be beasts, but this earlier iteration is a real treat.

2. Toyota 1UZ-FE 4.0L V8

Potentially one of the greatest small displacement V8s developed, this motor truly deserves praise and recognition near the top of this list. Exhibiting trademark Toyota reliability, these V8's were all but indestructible. Carrying much of the technology the manufacturer developed for enduring the abuse of racing, they were equipped with forged internals and 6 bolt main bearings. This was in large part because the motor was genuinely developed to be a platform for Toyota's race motors at the time, and benefitted from some of the best and most performance oriented engineering the company had to offer at the time. In fact, it's reported that over $400M in research went into this exact motor. Rated at 300hp/310tq, they don't flaunt enormous power numbers by today's standards, but would have been a real contender in the mid-90's when primarily used. That said, these are phenomenal candidates for motor swaps, given their small size, light weight, solid output, minimal cost and not to mention glorious sound.

1. Buick/GM L67 3800 Series II Supercharged 3.8L V6

That's right, sitting at the top of the list is the same old V6 that powered countless ugly Buicks and Pontiacs down the boulevard in your grandma's retirement community. Cars like the Buick Park Avenue and Regal, the Chevrolet Impala, and the Pontiac Grand Prix in their late 90's glory. Cars that were envied by... well, nobody. These poor motors are generally found in heaps today, typically idling outside a convenience store while the owner buys a tall boy and a scratch off. Make no mistake, that V6 under the hood is a serious jewel of an engine. Perched atop all 3.8L is an Eaton Gen III M90 blower, upping output to 240hp/280tq, not bad at all for the day. Here again we see the glory isn't in the factory package, but what you can do with it. First, it's already a forced induction motor, meaning more boost is a pulley swap and tune away. Second, you simply can't kill a Series II V6. Third, torque... lots of torque across a wide band compared to turbocharged or naturally aspirated V6's, and only increasing with modification. Swap them in another platform for a fun sleeper (I say a light old Chevy S-10), or leave them in one of their original soap-bar looking abominations and mod to your hearts content. You'll smile when you surprise them at the green light, and when you open the hood.

I truly love an interesting motor, whether it came in the car from the factory, or was swapped in. When you're out browsing, remember that you can't go wrong with any of the mills on this list, and be sure to comment with your own!

See you on the road,

Alexander

What's Wrong on Wikipedia: Part One

The only thing automakers hate more than engineering flaws is having them revealed, along with cost cutting measures they tout as "improvements." While these were once easy to conceal, the advent of social media, and mass access to information has allowed a forum (or literally millions of forums online) for these findings to be discussed and analyzed. It's no surprise, then, that when you turn to one of the most widely used sources of fast information, Wikipedia, discrepancies arise. It seems that the closer you get to big auto industry names, and their related Wikipedia pages, the more "sanitized" the posts seem to get.

Take, for example, the post regarding the N55 motor, previously mentioned in my 335i review. As you scroll through, each section reads as a very dry, thoroughly Teutonic review of a fine piece of German engineering. Relatively short, there seems to be little of note, until you reach this last couple of paragraphs:

"The N55 is mated to ZF's 8-speed automatic transmission in most applications such as the 2011 535i and 2013 BMW 740i, and a 6-speed manual is usually available for sedans (excluding the 7-Series, and dropped for the 5 and 6 series for 2015), but not crossovers such as the X3, X5 and X6. The N55 engines in the 2011 BMW 135i and 2013 BMW 135is are mated to Getrag 7-speed Dual-clutch transmission or a 6-speed manual transmission. 

While having the same displacement and peak power output as the N54, the N55 is 15% more fuel efficient, has lower emissions, less turbo lag and better low-rev torque."

You can almost hear Hanz typing the article muttering "Ve did notzing wrong here unt ze motor is absolutely flawless unt zat is all." Sorry, Hanz, but that's not the case, and the world knows it. BMW, in developing this motor, did in fact improve on several elements which beget smoother operation, cleaner emissions, and better torque, but it did so while saving costs elsewhere. These latter changes ultimately limited what could be done with the motor; not of extreme concern to the everyday driver, but an issue with those that customize their cars. The new motor also failed to remedy many of the reliability issues found on the older motor, and introduced a new one of its own. New direct injection systems, while great for efficiency, create a carbon buildup in intake tracks that harms operation over time and must be cleaned.

Even simpler to spot is the opening regarding transmissions, in which they completely overlook that it wasn't until halfway through the N55's life that BMW started mating it to the superior and newer ZF 8-speed. Up to that point it was the same old ZF 6-speed they put in most cars, in one form or another, back since the early 2000s. Not the end of the world, the older trans is still great, but let's not open saying "The N55 is...most applications..." when the truth is more along the lines of "The N55 has been dropped in about everything we can afford to place it in, and we mate it to whatever we have a lot of at the time; recently it's been that great 8-speed." Also, don't you tell me that 6-speed manual is available in just about everything. Not here it's sure not, they don't offer it in the vast majority of models outside of specific configurations. Even then, good luck finding one at a dealer.

Hanz's conclusion should read more l like this:

"The N55 is mated to ZF's 8-speed automatic transmission in later applications such as the 2011 535i and 2013 BMW 740i, retaining the previous ZF 6-speed automatic transmission in earlier models. A 6-speed manual is usually available for sedans (excluding the 7-Series, and dropped for the 5 and 6 series for 2015), but not crossovers such as the X3, X5 and X6, and is of limited availability within the United States. The N55 engines in the 2011 BMW 135i and 2013 BMW 135is are mated to a Getrag 7-speed Dual-clutch transmission or a 6-speed manual transmission.

While having the same displacement and peak power output as the N54, the N55 is 15% more fuel efficient, has lower emissions, less turbo lag and better low-rev torque. That said, these changes are made at the sacrifice of the N54's higher power potential, forged internals and greater aftermarket support. Issues such as high pressure fuel pump (HPFP) failures have also carried over into the new model, as have problematic water pumps. Also of note is the new prevalence of issues stemming from carbon fouling from the direct injection used in N55 motors."

Ahh, the truth... MUCH better! Now you're probably wondering what you can do about updating the information online. Well, I'm such a good guy, I've gone ahead and done it for you! What you read above is exactly what I have since edited on Wikipedia itself. What we need to see is if it lasts, for how long, and if all of the changes are discarded. My guess is they'll take it back to the sunshine and rainbows that was there in the first place. Moral of the story is... don't believe everything you read on Wikipedia. There are far better sources out there, including the car community itself and the plethora of forums and blogs within it. You already know that though, you're one of the smart ones, because you're here.

See you on the road,

Alexander