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

Review: E92 BMW 335i Xdrive M-Sport (2011+)

Key to creating any half-decent car review is spending enough time driving it to form an educated opinion. In this particular case, I can personally guarantee I have done so, as I own this car at the moment. My daily driver is a 2011 (E92) BMW 335i Xdrive M-Sport, with a good amount of work done to it. I honestly can't hate this car, though I sure try to.

Exterior Aesthetics:

I'll say this; I always found BMW coupes sexy. They've always exhibited a sportiness and style to them that catches my eye, now still noticing other E92s on the road while I own one. They balance the rounder contours of their fenders and roofline with sharp angular cuts running the length of the car and, especially in the case of the M-Sport, the front end. Elements further enhanced by the M-Sport package are the contrasting grey rear diffuser, black "shadowline" window trim, and aggressive side skirts which I have swapped out for an even racier pair off of the M3. Let's face it, she's a looker, and the design has held up through half a decade and even against the all new BMW 4-Series coupes. I find myself taking the same five pictures every time I detail the car, and can be caught looking back to steal another glance after parking.

In this department, I give the car an 8.5/10

Interior:

Representing my first BMW, I was initially surprised by a couple of elements when I first purchased this car. Coming from the jeweled and polished interior of a mid-size Mercedes Benz, this interior at first felt rather sparse. Yes, the rare "Dark Glacier Aluminum" trim dressed up the door sills and center console, and the materials were quality, but aside from the multimedia screen, a shifter, and an I-Drive knob, there wasn't much going on. After owning the car for some time, it dawned on me that this interior was not as much spartan as it was purpose-built. BMWs, especially the smaller sportier models, are built to be driven. Whereas brands like Mercedes emphasize lavish luxury and comfort, BMW is about the drive. As such, their interiors are built for drivers, which I quickly came to appreciate. Thanks, again, to the M-Sport package the car also comes equipped with thickly bolstered and surprisingly supportive sport seats and a chunky perforated leather steering wheel, which you come to appreciate when you start pushing the car's limits. Build quality is solid, and has a more expensive feel than some of the newer models, only developing one rattle that was easily fixed.

Who needs chrome and walnut? 8/10 for me.

Performance:

Ah, the fun part! When you're done staring at the car, and you locate the handful of controls inside, it's time to depress the ignition button and feel the motor fire to life. In this case, that motor is the sugar sweet 3.0L turbocharged inline six-cylinder BMW codes the N55. Replacing the infinitely tunable N54, equipped with twin-turbos, the switch to the single twin-scroll unit on the N55 had many concerned of less power. While there is some validity to that fear, the newer motor not yet capable of quite the output of the old motor when modified, there is enough good to say about this new power plant not to think twice about owning one. This motor is an absolute gem, turbine smooth, with gobs of low end torque that pulls you through toward redline as a deceptively quick rate, turbo hissing away under the hood.

Stock, in this car, that's good for around 4.8 seconds to 60, which is respectable. I might have been comfortable with this number, if not for the fact that these turbo BMW motors also have enormous aftermarket support. For the same price I paid for exhaust alone on my Corvette, you can turn these smooth highway slingshots into compact rocket ships. Case in point, this car, my car, that once made a respectable 300 horsepower now generates around 440 horsepower, with a torque figure sitting well north of 500lb-ft. Take a moment for those numbers to settle in while I listen for the wailing of Mustang owners. This car, in its current iteration, is a terror on the streets and extremely capable on the track. This car now runs around a 3.9 second 0-60, which brings it from moderately quick to decidedly fast. As fun as that is, you can only go in a straight line for so long. When the turns hit, the purpose and capability of a particular car becomes apparent, and boy was I surprised by this one.

BMWs can handle, period. I had heard it, but I never paid much mind to it since I place most BMW fanatics somewhere between Jim Jones followers, and anyone that follows Kim Kardashian in their blind and ignorant loyalty. That was until I got in mine, barreled toward a corner, and turned the wheel. What followed was something surprising for a 3800lb luxury coupe. Like a seasoned greyhound, the car tucked, leaned in gently, and rotated through the turn with amazing neutrality and poise. With all wheel drive, and an incredible amount of road feel, the latter sadly numbed in more modern cars, this coupe is phenomenal fun to wring out on windy roads. Never satisfied, I equipped my particular car with a full coil-over suspension, lighter and wider wheels, and a set of stupidly expensive tires I still hate my friend for talking me into buying. If he's reading this, yes, they are still the absolute best tire I have ever driven, but damn they cost too much! These parts installed, plus the aforementioned modifications to the drivetrain, this car is a true sleeper, an animal, and has gone head to head with vehicles far out of its class. Needless to say, overall, I'm impressed.

I just want to say 440hp and 525lb-ft again, because it makes me smile. 9/10

Maintenance:

Everyone has heard, as did I, that BMWs are a bear to maintain. Almost any person I spoke to about my BMW has some horror story about maintaining one; from the time their heater core broke, to the time their cousin's left them stranded, and so on. Like the overblown reports of BMW's nimble handling, I casually shrugged these tales off and continued on. Unfortunately, I didn't get very far down the road, as they were all correct. This car has been, without a doubt, the most maintenance intensive vehicle I have ever owned. In just a year it cracked a coolant tank, fried an electronic water pump, killed two fuel pressure sensors, ate a surprising volume of oil, and so on. All said, the bit that was overblown was the cost of these maintenance items, most running no more than any other car I've owned (aside from that damn water pump). Rather it's the frequency with which some maintenance issue occurs that becomes frustrating. Generally I joke with my friend about feeling nervous any time the car is running too well, as it generally means something is about to break.

At least my mechanics love me! 6/10


Conclusion:

In all, this car has been a thrill, and I'm consistently surprised how much I find myself enjoying it. Over time, I've grown to love the little coupe, from it's sharp handling, to rollercoaster acceleration, and of course the handsome styling. I can't say I've become a BMW convert, but I can genuinely say that I now "get it." I can see the allure, I feel some of the magic in this engineering, and I would recommend you drive one.

See you on the road,

Alexander

Cool People Don't Own Supercars

Let me start by saying I may have written that title to be purposely misleading. If given the opportunity to own a supercar, you're damn right I would own one; I'm also about as cool as a human being can get. My issue is more that the people that own supercars are not in fact cool people.

Notice how nobody cares but that one guy in blue... he must be a real jerk

Oh, but Geoff Helmsley Vanderstroff, III down the street owns one, and he seems pretty cool.

Well, he's not, and here's why:

They aren't car people

This one may surprise people, but by and large the individuals who purchase and own supercars aren't real gearheads. These cars stand as symbols of real status, fetching prices more than most houses, and exhibit screaming levels of flash and presence. Most of the people that buy these cars buy them for that reason. Geoff could care less about the atmospheric redline of the hand-built V12 sitting under the polycarbonate window, he just knows he can afford it and you can't. He doesn't run his hands over the meticulous stitching in the butter soft leather wrapping the carbon fiber shell of his seats; he wants to know if a custom duffel can be made to match. For these folks, the car is a token of their position and wealth, and that is a slap in the face of the engineers and designers who created them to represent the pinnacle of driving performance, which brings me to my next point

They can't drive

Take a Ferrari F12 Berlinetta (please... take one, and let me drive it just once).

Oh mio dolce bambina!

This stunner, and oh what a stunner it is, also happens to be an insane performer. Ferrari's F12 can lap the Fiorano test track one second faster than their 599GTO (a ridiculously fast car), two seconds faster than their Enzo and 458 (extremely fast cars), and a full three seconds faster than their 430 Scuderia (a special edition named after their Formula One team... getting the idea?). It uses 12 different aluminum alloys to keep weight at around 3,400lbs, while its 6.2L V12 creates 730hp for a 0-60 time of 3.1 seconds, and a 0-120 time of 8.5 seconds. In summary, before my heart beats any harder, this is a stupidly capable car designed to annihilate about anything else you can ever drive while doing so with the utmost poise and presence, in a gorgeous package. I want one, you want one, let's buy one... for a base price of $320,000. Not to mention, you can't even touch one if you haven't already owned a few Ferraris in the past. You don't call them, they call you. Rather, they call Geoff, and here we are again.

You don't know how to open the door, do you Geoff

Geoff goes and buys his F12, probably with a slick Zero Haliburton briefcase full of cash, rolls it off the lot, and you'd bet goes tearing down some winding road, pushing the cars limits, right? Wrong, Geoff takes his new F12 to Starbucks, and he orders something sugary with whipped cream, and then he idles down main street hoping people notice him. Catch up to Geoff on the highway, and you'll find him cruising along at a comfortable 55MPH, not caring to return the smiles and thumbs up you give him. Once Geoff gets home, he'll park that F12 in a nice climate cooled garage, and that's likely where it will stay the majority of its life. That V12 will never sing its angelic song near redline, the tires will never scream through a challenging chicane, and those same brake pads will last until the next owner. Now the folks that would dream of putting that car through each one of those tests, taking it to tracks and mountain roads, exploring the razor edge of its limits, don't get to drive that car. We can, we would, we want to, but we don't get to, because they're owned by Geoff. He, on the other hand, has no desire to drive in such brutish ways, as common ruffians do, with all the noise and danger. That said, I doubt the engineers at Ferrari spent years perfecting the performance of such a machine for it to be gently cruised to the country club in. Not cool, Geoff.

They're Jerks

That's right, super car owners are jerks. As with most societies, there's a tacit understanding in the car world that you enjoy what you drive, but also appreciate what everyone else drives. You try not to judge, and get more joy in the variety of cars people love, and why they love them, not simply whose is best or fastest. It's a subjective world, and true car nuts understand this and approach it with an open mind. Someone in a "lesser" car compliments yours, you compliment them right back, you both drive home happy and proud. Not these guys! Seldom will you find a stiffer response, a more condescending attitude, or more unnecessary boasting than from the guys at car meets with true supercars. It's clear that you know what you own (you did bring it to show off) and that others recognize that. Heck, a crowd forms because everyone is that excited to see your vehicle. Be humble! Enjoy the fact you get to own such a machine as much as others enjoy admiring it. Nothing confuses me more than conversing with someone that drove a neon orange Lamborghini to a car meet to show it to people, and then seems dismissive and bothered in being asked about it. It's akin to opening a lemonade stand, then telling people to piss off when they ask for a glass.

Why yes, it was very expensive

In life there are always exceptions, and nothing makes me happier than finding the rare few who own, drive and share these amazing machines. I myself intend to be one of these exceptions some day, and even sat a few kids in my lowly Corvette to let them rev it and turn the wheel. Drive what you love, love what you drive, and don't look at Geoff's car.

See you on the road,

Alexander

Chevrolet LS Motors: Old Dog, New Tricks

Spend some time in the car community, and get serious about performance and power, and a trend quickly emerges; people put LS motors in everything. Representing the pinnacle, generation after generation, of Chevrolet's gasoline powered V8 motors, almost every gearhead has had some experience with one. Now decades old in design, and based on the small blocks our grandfathers still rave about, they power modern sports cars, pickup trucks, and sport sedans, and can be swapped into about any platform larger than a Fiat. Those uninitiated masses in society, scraping along in their anemic little economy cars, wonder why this motor's use is so prevalent. Simply put, the Chevrolet LS platform plain kicks ass, and for three main reasons. One reason is of course engineering, the second is size, and the third is the "modability" if you will.

As one would expect, engineering is everything when it comes to a high performance motor. More than just displacement and configuration, the engineering of individual motor components and how they interact is where true power is made in this technology heavy era. Being a largely naturally aspirated platform, LS motors need an expert level of engineering to continue to evolve and become increasingly more powerful to keep up in an era of forced induction. When we are talking aspiration and induction, we're talking air, and few motors make better use of it than the LS. A motor needs more air to make more power, and when we dissect an LS we see that everything from the intake manifold, to cylinder heads, to intake ports is designed to flow a whole lot of it. We're talking volume that only race motors used to be able to flow, available in any turnkey LS motor on your showroom. Second in engineering is strength, equally as important for a high performance motor. LS motors are built as a "Y-Block" meaning the angle between each bank of cylinders is much tighter than a traditional V8. This lends inherent strength in creating a thicker cross section in vital areas of the motor. Combine that with six bolt mains, with four down each cylinder bank, and two running across them, and LS motors are virtually bomb-proof. Lastly, especially in regards to the aluminum block models, LS motors are very light. Historically, V8s have been big, heavy motors; about the heftiest you can find in a standard production car. One finds, however, that the LS motor has been engineered in such a way that it's generally no heavier, and in some cases even weighs less than its V6 and I-4 counterparts. One of the primary reasons for this difference is that the LS motor is actually quite compact.

Ford 4.6L DOHC V8 (Left), Chevrolet 5.7L LS1 V8 (Right)

Here we find one of the first big shocks regarding the LS motor; despite displacement, it's a tiny V8. No other motor on the market cam boast such large displacement and massive output in such a small overall package. Take the photo above, in which a Ford Modular V8 severely dwarfs the larger displacement LS1 V8. Why is this important? Motor swaps. You can fit an LS in anything, transforming it into a fire-breathing V8 powered boulevard bully.

Yes, anything...

This is very important for builders, as it represents an easy option for making big power from a swap alone. Merely replacing the stock motor with an LS generally means a big boost in output and reliability, and as mentioned before at little to no weight penalty. Once there, builders find that their newly acquired LS motors also represents one of the most "moddable" platforms in the world.

Entire catalogs have been dedicated to aftermarket parts for the LS motor. Full companies exist exclusively selling and building them. Simply put, the options as far as modifications for an LS are limitless, and they each have a profound impact on the motor's output. Some say it's an expansion of the engineering behind the motor, I like to think it's voodoo, but the LS loves new parts. It's your go to when you need to make big power for little money, and each individual mod represents a giant leap in horsepower and torque. Installed a big camshaft? There's forty horsepower. Threw headers on the car? There's another forty. Giant flashy intake manifold? How about another forty. Don't even get me started on adding forced induction to this platform; the numbers seem ridiculous, not to mention make me jealous. Best of all, it's an amazingly easy motor to work on.

All in all, you have a well engineered, light, compact, easy to mod motor that makes big power and with amazing reliability. On it's face it's no mystery why they've been so successful and for so long. Add in more subjective elements like the vicious sounds they make, the aesthetic beauty of the platform, and the high availability, and you can easily become a convert. If you're not already, find a car with one, roll the windows down, and drive it; drive it hard.

See you on the road,

Alexander

The Starting Line

Friends, brothers and sisters, welcome to High Octane Opinions.

Have you ever stated that a car that costs as much as a small house was overrated?

Are you glad the "answer" to all car comparisons is no longer BMW?

Is your entire YouTube history car videos?

Has not one single vehicle you have owned remained stock?

If so, you have found a new home on High Octane Opinions; where love of all things automotive knows no bounds, and the opinions about them have no filters. Here, you will find reviews, editorials, and plenty of open debate all completely subjective, biased, and unapologetic.

As a "car guy" I have owned and driven everything from Corvettes to Jeep Wranglers, German sports cars to pickup trucks, and a few motorcycles for good measure. I breathe nitromethane, bleed motor oil, and when I hit the gym I measure my output in torque. I spend time every weekend available at some form of car event, meet, cruise, race or show where I enjoy a good cigar, better friends, and half decent coffee.

I hope to share some of what I see, think, and typically argue through text about, and hope to hear what you all have to say as well.


See you on the road, try and keep up.

-Alexander