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http://carsecret.atspace.eu/blog/2009-aston-martin-vantage-v8-convertible-2009-aston-martin-vantage-v8-convertible-midnight-blue/2009 Aston Martin Vantage V8 Convertible 2009 Aston Martin Vantage V8 Convertible Midnight Blue
2009 Aston Martin Vantage V8 Convertible 2009 Aston Martin Vantage V8 Convertible Midnight Blue
Automoblog Book Garage: Supercar Revolution
Automoblog Book Garage: Supercar Revolution
Supercar Revolution chronicles the battle for performance supremacy among the world’s fastest cars.
Our Book Garage series showcases what every gearhead and enthusiast should have in their library.
What exactly is a sports car? Not that long ago, within my lifetime, that was an easy question to answer. Now things become much more hazy. We no longer have just sports cars because now we have to add “supercars” into that discussion; and, as of late, “hypercars” are all over the automotive world. A gorgeous book by John Lamm, Supercar Revolution, traces the history of when sports cars became supercars, then became hypercars. In essence, it chronicles the battle for performance supremacy among these high-dollar machines.
Supercar Revolution: The Fastest Cars of All Time
This is all Lamborghini’s fault. Being the young upstart company they were, back in 1967, engineering conservatism was not in their vocabulary. It was clear from a performance standpoint a mid-engine car was the way to go. Yet a decade or so since John Cooper and Jack Brabham drove that point home, the high-end sports car world was still replete with big, front engine, rear-wheel drive choices.
The Lamborghini Miura blew that notion into a cocked hat. While Ferrari’s Daytona (really called the 365 GTB/4) was the king of the mountain, the Miura was a clean sheet of paper; new idea from new minds. It was also, arguably, the first supercar. It is with this event, starting with the old chestnut retelling of Enzo and Ferruccio’s fight about how to build sports cars, that our book in question – Supercar Revolution: The Fastest Cars of All Time, written by John Lamm – starts.
Supercar Revolution: The Fastest Cars of All Time, page 10: Lamborghini Miura & Ferrari Daytona. Photo: John Lamm.
On The Prowl
Lambo’s shot across the bow of Ferrari, and any other traditionally-oriented car maker of the time, sent us on the path to where we find ourselves today: staring down the barrel of something as strange and beautiful and terrible as a La Ferrari or a Porsche 918 or a McLaren P1. These are not sports cars. These are not even supercars (book title notwithstanding). No, these are hypercars. Cars of such technological aspiration and execution; such physics-bending performance that it is almost insane they sell them to anyone with a licence and a good check.
But here they are, out on the street; our streets, rolling among us; looking side-to-side, waiting, waiting for that next gap in traffic, that next open stretch of road, that next green light.
Related: This book about the Monaco Grand Prix captures it perfectly.
Stunning Illustrations
And this is a point Supercar Revolution drives home, page after page, and photo after photo. While we’re on the subject: Dig these shots man! The photos within the 240 page book are gorgeous art shots of two types. Either they are in-studio photos set against a black limbo background; or they’re outdoor, in situ shots of staggeringly-beautiful cars poised on race tracks, or parked just so out in front of villas of olde, or gardens verdant, or race tracks beckoning. You’ve seen Top Gear, right? The BBC program is known (primarily) for two things: doing foolishly-entertaining stuff with cars, and two – really good photography. Supercar Revolution is like the second, only in still form.
The horrible expectation is that with both the subject matter and the glorious photography, evidenced by the cover’s fantastic, rain-dappled three-quarter shot of a La Ferrari, this would be a coffee table book. A book that looks great, but has all the written flair of a vacuum cleaner manual. But no! This is not the case! Supercar Revolution is rather wonderfully-written by Lamm, a longtime notable car scribe and photographer. He is an alumnus of Road & Track and Motor Trend, and has created other nicely-done books and special pieces found hither and yon.
Supercar Revolution: The Fastest Cars of All Time, page 137: McLaren F1. Photo: John Lamm.
Star Power
Indeed the R&T connection runs deep throughout Supercar Revolution. Not only does Lamm get his two cents in about high performance cars of the last 50 years, but he talks with a bunch of well-known gearheads, fellow writers, drivers, and outright racers. Jay Leno gives his opinion here and there, pipe-hitting champions like Phil Hill and Paul Frère are mentioned; René Dreyfus gets a shot. He even gives space to Jerry Wiegert, that half-huckster/hudry-gurdy man that gave (or said he was going to give) the world the Vector Aeromotive W2.
Pride of The Coffee Table
It’s a really good book, in both words and pictures, and the downsides are pretty minimal. One is how the cars covered get more frequent as time gets closer to our present day – but that just reflects how there are more super and hyper cars available now. Consider Ferrari, Porsche, Lamborghini, and Aston Martin; and boutique makers like Pagani, Bugatti, Saleen, and Ultima. The other miss is, apart from that gorgeous cover, the La Ferrari is not within the book itself. Sort of like writing a book about mountains and failing to mention Mount Everest.
But really, overall, Supercar Revolution is a great book. It will look good on your shelf or “left out” on your coffee table.
Supercar Revolution by John Lamm
Hardcover: 240 pages
Publisher: Motorbooks; 1 edition (November 13, 2018)
Language: English
ISBN-10: 076036334X
ISBN-13: 978-0760363348
Product Dimensions: 8.8 x 1 x 11.5 inches
Shipping Weight: 2.9 pounds
Price at the time of this writing: from $21.22 (hardcover) on Amazon.
About The Author
John Lamm is an award-winning automotive journalist and photographer who covers sports and racing cars for Road & Track. After attending a road race at Elkhart Lake, Wisconsin, he decided to become an automotive journalist and began his career with Motor Trend magazine in Los Angeles. In 1975, he moved to Road & Track, where he remains editor-at-large to this day. Lamm has won the International Motor Press Association’s Ken Purdy Award and the Motor Press Guild’s Dean Batchelor Award.
Supercar Revolution Gallery
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Our Book Garage series showcases what every gearhead and enthusiast should have in their library.
What exactly is a sports car? Not that long ago, within my lifetime, that was an easy question to answer. Now things become much more hazy. We no longer have just sports cars because now we have to add “supercars” into that discussion; and, as of late, “hypercars” are all over the automotive world. A gorgeous book by John Lamm, Supercar Revolution, traces the history of when sports cars became supercars, then became hypercars. In essence, it chronicles the battle for performance supremacy among these high-dollar machines.
Supercar Revolution: The Fastest Cars of All Time
This is all Lamborghini’s fault. Being the young upstart company they were, back in 1967, engineering conservatism was not in their vocabulary. It was clear from a performance standpoint a mid-engine car was the way to go. Yet a decade or so since John Cooper and Jack Brabham drove that point home, the high-end sports car world was still replete with big, front engine, rear-wheel drive choices.
The Lamborghini Miura blew that notion into a cocked hat. While Ferrari’s Daytona (really called the 365 GTB/4) was the king of the mountain, the Miura was a clean sheet of paper; new idea from new minds. It was also, arguably, the first supercar. It is with this event, starting with the old chestnut retelling of Enzo and Ferruccio’s fight about how to build sports cars, that our book in question – Supercar Revolution: The Fastest Cars of All Time, written by John Lamm – starts.
Supercar Revolution: The Fastest Cars of All Time, page 10: Lamborghini Miura & Ferrari Daytona. Photo: John Lamm.
On The Prowl
Lambo’s shot across the bow of Ferrari, and any other traditionally-oriented car maker of the time, sent us on the path to where we find ourselves today: staring down the barrel of something as strange and beautiful and terrible as a La Ferrari or a Porsche 918 or a McLaren P1. These are not sports cars. These are not even supercars (book title notwithstanding). No, these are hypercars. Cars of such technological aspiration and execution; such physics-bending performance that it is almost insane they sell them to anyone with a licence and a good check.
But here they are, out on the street; our streets, rolling among us; looking side-to-side, waiting, waiting for that next gap in traffic, that next open stretch of road, that next green light.
Related: This book about the Monaco Grand Prix captures it perfectly.
Stunning Illustrations
And this is a point Supercar Revolution drives home, page after page, and photo after photo. While we’re on the subject: Dig these shots man! The photos within the 240 page book are gorgeous art shots of two types. Either they are in-studio photos set against a black limbo background; or they’re outdoor, in situ shots of staggeringly-beautiful cars poised on race tracks, or parked just so out in front of villas of olde, or gardens verdant, or race tracks beckoning. You’ve seen Top Gear, right? The BBC program is known (primarily) for two things: doing foolishly-entertaining stuff with cars, and two – really good photography. Supercar Revolution is like the second, only in still form.
The horrible expectation is that with both the subject matter and the glorious photography, evidenced by the cover’s fantastic, rain-dappled three-quarter shot of a La Ferrari, this would be a coffee table book. A book that looks great, but has all the written flair of a vacuum cleaner manual. But no! This is not the case! Supercar Revolution is rather wonderfully-written by Lamm, a longtime notable car scribe and photographer. He is an alumnus of Road & Track and Motor Trend, and has created other nicely-done books and special pieces found hither and yon.
Supercar Revolution: The Fastest Cars of All Time, page 137: McLaren F1. Photo: John Lamm.
Star Power
Indeed the R&T connection runs deep throughout Supercar Revolution. Not only does Lamm get his two cents in about high performance cars of the last 50 years, but he talks with a bunch of well-known gearheads, fellow writers, drivers, and outright racers. Jay Leno gives his opinion here and there, pipe-hitting champions like Phil Hill and Paul Frère are mentioned; René Dreyfus gets a shot. He even gives space to Jerry Wiegert, that half-huckster/hudry-gurdy man that gave (or said he was going to give) the world the Vector Aeromotive W2.
Pride of The Coffee Table
It’s a really good book, in both words and pictures, and the downsides are pretty minimal. One is how the cars covered get more frequent as time gets closer to our present day – but that just reflects how there are more super and hyper cars available now. Consider Ferrari, Porsche, Lamborghini, and Aston Martin; and boutique makers like Pagani, Bugatti, Saleen, and Ultima. The other miss is, apart from that gorgeous cover, the La Ferrari is not within the book itself. Sort of like writing a book about mountains and failing to mention Mount Everest.
But really, overall, Supercar Revolution is a great book. It will look good on your shelf or “left out” on your coffee table.
Supercar Revolution by John Lamm
Hardcover: 240 pages
Publisher: Motorbooks; 1 edition (November 13, 2018)
Language: English
ISBN-10: 076036334X
ISBN-13: 978-0760363348
Product Dimensions: 8.8 x 1 x 11.5 inches
Shipping Weight: 2.9 pounds
Price at the time of this writing: from $21.22 (hardcover) on Amazon.
About The Author
John Lamm is an award-winning automotive journalist and photographer who covers sports and racing cars for Road & Track. After attending a road race at Elkhart Lake, Wisconsin, he decided to become an automotive journalist and began his career with Motor Trend magazine in Los Angeles. In 1975, he moved to Road & Track, where he remains editor-at-large to this day. Lamm has won the International Motor Press Association’s Ken Purdy Award and the Motor Press Guild’s Dean Batchelor Award.
Supercar Revolution Gallery
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http://carsecret.atspace.eu/blog/automoblog-book-garage-supercar-revolution/2018 Toyota Tacoma TRD Off-Road Double Cab Review
This week, we’ve been driving the 2018 Toyota Tacoma TRD Off-Road Double Cab.
What’s New For 2018
For 2018, all Tacomas gain Toyota Safety Sense P. This suite of safety features includes forward collision warning with automatic emergency braking, lane departure alert, automatic high beams, and adaptive cruise control. The rest of the Tacoma is unchanged.
Features & Options
The 2018 Toyota Tacoma TRD Off-Road Double Cab ($36,115) comes with a full rear seat, five foot bed, and turn signals in the mirror housings. There’s a 400-watt power outlet in the bed, and automatic transmission-equipped trucks gain smart entry, push-button start, and navigation via the Entune premium audio system’s seven-inch touchscreen.
TRD includes a color-keyed rear bumper, textured black fender flares, and the absence of the Sport’s hood scoop. Off-road performance changes are what set this trim apart, with knobby all-terrain tires on 16-inch alloy wheels, the deletion of the front air dam, extra skid plates, a lockable rear differential, Bilstein monotube shocks, and an advanced off-road traction control system with multiple terrain settings and crawl control.
The TRD Premium Off-Road package ($2,625) includes a moonroof, dual-zone automatic climate control, heated seats, leather upholstery, and JBL premium sound with integrated navigation.
This Tacoma tester also came with the Technology Package ($770) which included Rear Parking Assist, Blind Spot Monitor and Rear cross-traffic alert, and a front skid plate ($499). Total MSRP including destination: $41,267.
Interior Highlights
The cabin in the Tacoma is comfortable enough for longer trips to the back country, and with its heated seats, dual-zone climate control, and premium JBL audio, it’s an enjoyable place to spend time. Although, with the high floor and low roof, you need to watch your head getting into the cab. It can feel a bit cramped inside for taller drivers.
Our tester came with an attractive, all-black interior and lots of soft-touch materials throughout. It featured plenty of storage plus a convenient cell phone charging pad in front of the gear shifter. The front seats could use more adjustment capabilities as they offered minimal support, but the tilt/telescoping steering wheel makes it easier to find the right driving position.
The backup camera made things simple, especially with the longer cab as we navigated around. This model features a full-size rear seat (split 70/30) and flips up to reveal convenient under seat storage for valuables. The rear seat offers adequate room for two adults but would be cramped with three.
Engine, Off-Road & Fuel Mileage Specs
The Tacoma TRD Off-Road is powered by a 3.5-liter V6 with direct injection, making 278 horsepower and 265 lb-ft. of torque. Our tester came mated to a six-speed automatic; off-road capability was enhanced by a Multi-Terrain Select system (taken from the 4Runner).
Drivers can set modes for mud, sand, rocks, and more, changing the throttle and braking. TRD Off-Road models include an automatic limited-slip rear differential and a locking rear differential for extra traction.
EPA-estimated fuel economy is 18/22 city/highway and 20 combined mpg for a 4X4 with the automatic transmission.
Driving Dynamics
We drove the new TRD Off-Road on an ideal trail just west of Denver near Morrison. It was a good place to test the Tacoma’s true capability. The road turns from pavement to dirt and then a trail appears – and that’s when our afternoon fun started. The Bilstein shocks handled the rough road with ease as we navigated up the mountain trail. The road turns uphill and a short steep climb required us to slip the Tacoma into low range. A turn of the range-select knob on the dash to 4Lo quickly puts the truck into low range, and an indicator lights up for confirmation.
An overhead knob reveals the Multi-Terrain Select and Crawl Control settings – each having five different settings depending on the terrain. We chose “3” on the Crawl Control option allowing us to remove our feet from the pedals. The Toyota Tacoma crawled up the steep hill and we steered it to the top without issue. We did it again going downhill with the same steady and effortless results. For those looking for a true off-road pickup, the Tacoma TRD Off-Road is an ideal candidate. It’s made to excel on primitive trails and rugged terrain.
How does the TRD Off-Road do on the highway and in the city? The ride is what you would expect from a vehicle with a serious off-road suspension. On the road and around town, the ride has the feel of a truck built to take on rugged terrain. It’s a focused vehicle, so it isn’t the smoothest, most comfortable option for the daily commute to town or when running errands.
The optional Parking Sensors, Blind Spot Monitor, and Rear Cross Traffic Alert are musts with this longer Double Cab pickup. It saved us a number of times from getting hit when we couldn’t see traffic and obstacles around us.
Conclusion
The 2018 Toyota Tacoma TRD Off-Road Double Cab is designed for adventure enthusiasts who want to get off the beaten path. Toyota’s reputation for durability and strong resale value put it at the top of the list in the mid-size truck segment. If you are transporting dirt bikes, 4-wheelers, snow machines; heading up the mountain to go skiing, or pulling a small camping trailer, this truck will meet your needs.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota Tacoma TRD Off-Road Double Cab Gallery
2018 Toyota Tacoma Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc. (TRD Sport models also shown).
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http://carsecret.atspace.eu/blog/2018-toyota-tacoma-trd-off-road-double-cab-review/Final 2018 Dodge Challenger SRT Demon Assembled
This final Dodge Challenger SRT Demon and the last 2017 Dodge Viper will be auctioned as a pair as part of The Ultimate Last Chance program, with all proceeds benefiting the United Way.
The last 2018 Dodge Challenger SRT Demon at the Brampton Assembly Plant in Ontario, Canada. Photo: FCA US LLC.
Powerful Pair
The winning bidder at the June 20th-23rd Barrett-Jackson Northeast Auction, held at the Mohegan Sun Resort in Uncasville, Connecticut, will own a combined 1,485 horsepower: the 840 horsepower Dodge Challenger SRT Demon and the 645 horsepower Dodge Viper with an 8.4-liter V10. Viper production concluded at the Conner Avenue Assembly Plant in Detroit last summer, although rumors are swirling about the Viper’s return.
The last production 2017 Dodge Viper is styled in homage to the first-generation Viper RT/10. The car (VIN ending in 731948) features exterior carbon fiber accents, black Alcantara leather seats, and a special authenticity kit.
While the Viper had a 25-year run, production of the Challenger SRT Demon was limited to just one year and 3,300 units.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: FCA US LLC.
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http://carsecret.atspace.eu/blog/final-2018-dodge-challenger-srt-demon-assembled/2018 Indy 500 Notebook: Part 6: On The Fly – Everything That Matters
The prologue can be found here.
Part 2: “Hey Hinchcliffe, Wanna Race? Then Go Faster!” here.
Part 3: “Carb Day” here.
Part 4: “By This Time Tomorrow” here.
Part 5: “On The Fly – Before The Green Flag” here.
Before the drivers get to their cars and fire up their engines, Tony Kanaan echoes my initial observation: the high ambient and track temperatures, plus a new car, means things are going to be slippery out there. The vast bulk of people participating in The Indy 500 these days are seasoned professionals. They are not going to just wing it, dive into the deep end and “see how things” go. There is too much on the line, financially, professionally, and personally for any of these people to just give it a try and trust it to luck.
As they line up to take the green after the pace laps, things look very scruffy. The cars are not all three-by-three-by-three. Only a couple of rows are lined up right and the start is pretty ragged. That said, it is a completely clean start. There are no accidents. No one spins. Nobody does anything stupid.
Calm & Collected
In a lot of ways, the start of the 102nd running of The Indy 500 was rather uneventful except for the fact that Kanaan is up to 7th in one lap, making up three positions while everyone else is cautiously biding their time. And so the first quarter of the race unfolds in a rather processional way. Everyone is feeling out the track, their tires, the amounts of grip (aero and mechanical), and the amount of turbulence and buffeting generated by the cars in front.
At first, for ten laps or so, I was surprised. But it started to make sense. I can almost hear the voice of Roger Penske in my head: “Don’t do anything stupid.” Even on a good day, the difference between doing it Right and doing it Wrong when lapping at the Indianapolis Motor Speedway is very slight, a matter of inches. Today, everything is stacked against the drivers. Every little bit added into the equation – the heat, the new aero, all of it – is a strike against the drivers. So everyone is out there, going as fast as they can without stepping over the limit. Biding their time. Being patient, like a hunter, waiting for the game, or in this case, the race, to come to you.
Ryan Hunter-Reay leaves his pit stall during the 102nd Indianapolis 500. Photo: Karl Zemlin.
Domino Effect
Then on lap 47 James Davison slows and collects Takuma Sato, last year’s champion. A collective groan goes up from the stands. People genuinely like Taku, and seeing him get taken out early does not go over well. Davison, a well liked Australian, was having trouble for some laps, struggling to get up to, and sustain, a decent speed. It seems he was slowing down to pick his way through traffic and come back into the pits yet again when Sato ran over him. Afterwards, Sato took it all with a shrug that silently voiced the eternal sentiment “that’s racing” and Davison seemed honestly upset that his mechanical troubles took out another competitor.
On lap 59 Ed Jones crashes out of the 24th spot. The rear of the Ganassi driver’s car stepped out real quick. Initially it seemed as if something broke, but, as following events would show, Jones’ crash was the emblematic first of many, setting the pattern.
On lap 68 Danica is out. She spins to the outside of Turn 4, spirals down into the infield before pit in, gets out of the car under own power, and with that, the racing career of Danica Sue Patrick is over. The notes I jotted down read: “Danica out, Danica out” and “spin is very similar to Ed Jones.” The various replays show she just lost it.
Danica Patrick. Photo: IMS LLC.
Crash Course
Then the Jones/Patrick syndrome continues when, on lap 140, Sébastien Bourdais loses it. At first I thought he had gotten caught up in someone’s dirty air, Dixon maybe, got a little bit lose, caught it, but caught it too hard, corrected, over-corrected, over-corrected that and then lost it entirely. In the airplane game, this is known as PIO, Pilot Induced Oscillations, and is usually impossible to get yourself out of.
On lap 146 we can add Helio to the Jones/Patrick/Bourdais list. While running fifth and going like a scalded cat, the extremely likable Brazilian spins on his own coming through Four. “The rear just gave up,” he said with a shrug, and that was that for Helio trying to win his fourth Indy 500 . . . and now it’s becoming apparent that getting win #4 is somewhat of an obsession for him. It will be interesting to see how this plays out in the years ahead.
Eight laps later, completing lap 154, Sage Karam gets high in Turn Four, gets into the gray (i.e. out of the rubbered-in groove), gets into the marbles (i.e. where all the debris and rolled up rubber gets shuffled to the outside of a corner), finds the wall hard enough to collapse the right side suspension front and rear, and grinds along the outside wall to a stop. So far, this is the only single car accident that deviates from the Jones/Patrick/Bourdais/Helio norm.
Alexander Rossi negotiates Turn 1 during practice for the 102nd Indianapolis 500. Photo: Chris Owens.
Dialed In
And now, finally, with less than 50 laps left to run, everyone is getting racier and racier, Alexander Rossi first among them. The quiet Italian-American has been driving a great race, steadily moving up through the field after a catastrophic qualifying session. Rossi is hooked up, to use the phrase, to the point of having tons of grip and he can drive the car anywhere he cares to on the track; high, low, late dives, it’s all the same to Rossi. At one point Rossi passes a car deep on the outside of a corner, then takes it three-wide and simultaneously passes two cars on the outside. It’s the bravest two moves of the race, and suddenly, in terms of sheer pace, Rossi looks like he is going to show everyone who the fastest is.
As if via telepathy, every other driver in the field and their pit crews kick into high gear. Okay, now we’re going to go racing. The speeds tick up, the times start to drop, corner after corner, lap after lap, and the passing maneuvers get closer and closer and closer. A fine red mist descends. Speed is all that matters now, victory its definitive byproduct.
On lap 188 the last of the solo crashes occurs when Tony Kanaan, a racer noted for his commitment and bravery, spins and crashes out. The affable Brazilian wiggles coming out of Turn 2, catches it, loses it, and that was that, Indy 500 over for this year.
Tony Kanaan. Photo: IMS LLC.
Mad Dash
Now the checkered flag is so close everyone can almost taste it. Oriol Servià stays out while leading, trying to stretch his fuel to the end and win the whole thing on a roll of the dice. In terms of speed, it seems to be a three car battle between Will Power, driving for Penske, Ed Carpenter, driving for himself, and Chip Ganassi’s Scott Dixon (how did he get up here? Oh right, he’s Scott Dixon) and Rossi.
With a handful of laps to go, Servià and Charlie Kimball peel off for the pits, their fuel gamble not paying off and the hot shoes stand on it like there’s no tomorrow. Nobody, however, stands on it as hard as Will Power and the introverted former series champion drives to his first ever Indy 500 win. Suddenly, this all seems quite fitting. He was fast all month long, won the GP race on the road course, and now has capped it all off with a 500 win. It is, in retrospect, easy to call this a flawlessly executed race from the Penske driver; he stayed out of trouble, bided his time and when he had to, he just flat out left everyone in his dust.
As his car pulls into Victory Circle, the joy and surprise from Power in the cockpit is palpable through the TV screen. Power seems to be on the edge of losing control, venting every emotion he seems capable of carrying, screaming and roaring, fists clenched and waving, manically looking left then right then left again. Finally his wife, Elizabeth Cannon, appears out of nowhere, and Power’s ego and super-ego finally tamp down his id. A little.
Power embraces his wife Liz after winning the 102nd Indianapolis 500. Photo: IMS LLC.
Missing Pieces
He snatches the traditional bottle of milk away from the person holding it, looks skyward, opens his mouth and pours the entire bottle’s contents out. Only a small amount makes it into his gaping mouth, and as the rest of the ice cold milk hits his face, Power instinctively reacts by shaking his head back and forth violently, showering the remainder of the milk all over the face of the pageant winning Indy Queen.
Simon Pagenaud shows up out of nowhere and hugs Power. Pagenaud, about as competitive as the come, is genuinely happy for Power, and another puzzle piece falls into place for me. Power now, by visible steps, starts to calm down in Victory Circle. A pit reporter shoves a mic in front of him. Will talks about his doubts of ever winning the 500, about how, after a literal decade of trying, he has finally won it.
And that’s the last piece. That’s what has been missing from Will Powers’ internal resume.
All of this, the screaming, yelling, venting, going berserk with the milk, these are all symptoms of relief as much as joy. For all of Will Powers’ accomplishments – multiple race winner, rookie of the year, series champion – he is still riddled with self doubt. That is a very, very rare state of mind for a race driver. If anything, these knuckleheads usually display far too much self confidence. Will Power has felt that lacking an Indy 500 win was a serious black mark on his career. He felt, in so many words, that if he never won at Indy, he wouldn’t measure up.
I know, it makes no sense to me either. Ever since he showed up in 2005 he was Fast with a capitol “F.” Will Power not measure up? Are you nuts? He’s fast, cool under fire, and has a rather typical amount of hyper-competitiveness for a racer. Not measure up? That’s just stupid.
Will Power in disbelief after winning the 102nd Indianapolis 500. Photo: Karl Zemlin.
Lasting Hallmark
The final shot that matters is a replay of The Captain, Roger Penske, watching his driver cross the line and take the checker to notch up victory number 17 for Team Penske. When they go to the shot of Roger, standing on the pit wall, arms raised halfway, Power was about 150 yards from the finish line. He had enough of a lead and enough momentum that even if all four wheels fell off, he still would have won. But there stands Roger, the winningest guy in Indy 500 history, waiting . . . waiting . . . starts to raise his arms, nope . . . wait a little more . . . start to wave? nope, not there yet . . . waiting . . . and . . . and HE’S ACROSS THE LINE!!! Now Roger Penske starts waving and smiling and jumping around, full of joy and elation and a job done better than anyone else for the 17th time.
In an odd way, everyone else seemed just as happy. It was if the unspoken summary was, “Oh, Will Power finally won? Well good for him! It’s about time.” Maybe Will can finally internalize this last piece that has been missing for him. Maybe now he can, in some deeper way, relax. Relax and realize that he has nothing to prove, to anyone, least of all himself.
Part 7: “A Modest Proposal: The EV 500” here.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz.
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http://carsecret.atspace.eu/blog/2018-indy-500-notebook-part-6-on-the-fly-everything-that-matters/2018 GMC Terrain: Some Anonymity For Not Much Coin
Have you ever noticed how many GM SUVs and vans there are on the road? It seems like the bulk of bigger SUVs are from The General, and it also seems like most municipalities buy GM when it comes to their service vehicles.
If I was one of those rich oligarch guys you see in movies driving a convoy of Ranger Rovers or something else sleek, black, tinted, and flashy, I think I’d go for a fleet of GMCs instead.
Blending In
As much fun as it is to show off what an insufferably rich jerk you are, and how much security you have, there’s another form of security these types are overlooking: Anonymity. You think the CIA and other law enforcement agencies want to stand out? Of course not. That’s why they all seem to tool around in GM SUVs and such, especially in the movies.
So, if you are an oligarch on a budget, or just getting wise to the whole concept of hiding in plain sight, then I’ve got good news for you: GMC just announced the prices for their Terrain line of midsized SUVs, and they are as inexpensive as they are anonymous. When it goes on sale this summer, pricing for the all-new 2018 Terrain will start at $25,970 and end up at a tick above $40k, which is actually pretty reasonable when you think about it.
The 2018 GMC Terrain SLT (left) and Denali (right). Photo: GMC.
Performance Tech
GMC says the all-new Terrain presents greater sophistication and flexibility to adjust to customers’ needs, and that it’s packed with more available features and advanced safety technologies than before. There are three all-new turbocharged engines for the 2018 GMC Terrain too. First off, there’s a 2.0L that will be available from the get go and, later on, customers can order a 1.5L or a 1.6L turbo-diesel. That new 170 horsepower, 1.5L turbo plant is paired with a nine-speed automatic transmission, meaning things should be smooth from the flats and up long grades.
The diesels of course being the go-to choice for preppers, TEOTWAWKI-types, and doomsday hopefuls.
And it’s not just engines either. There’s a host of standard premium features such as a driver-controllable Traction Select system, LED daytime running lamps as well as taillamps, a leather-wrapped steering wheel, and a flat-folding front passenger seat. The latter is handy for longer cargo and those runs to the lumber store.
Photo: GMC.
Creature Comforts
The Terrain Denali, which is the full-zoot, all the comfort and convenience features an oligarch could want model, gets a standard 252 horsepower, 2.0L turbo engine along with 19-inch “ultra-bright” machined aluminum wheels. LED headlamps, a heated leather-wrapped steering wheel – which will be great in northern winters – and a hands-free power programmable liftgate are included. Yes, that’s my question too: What can you possibly program in a liftgate? Don’t those things live in only one of two states: Open and closed? Well, whatever, you can program this one.
The Terrain Denali also gets a standard 8-inch diagonal infotainment display with navigation, plus a Bose premium seven-speaker audio system for your tunage. There’s a gigantic batch of “connectivity technologies” (as GMC puts it) including Apple CarPlay and Android Auto, and a standard in-vehicle OnStar 4G LTE Wi-Fi hotspot. Standard safety features include Side Blind Zone Alert with Lane Change Alert, Rear Cross Traffic Alert, Rear Park Assist, and Safety Alert Seat.
2018 GMC Terrain Denali interior. Photo: GMC.
Price Points
Pricing breaks down thusly, with the Terrain SL FWD at $25,970, on up to the SLE Diesel AWD ringing up at $34,315. The high end is, of course, the Terrain Denali that starts at $38,495 for the FWD model and tops out with the Denali AWD at $40,245. Between those two are the Terrain SLT models, with the SLT FWD costing you $32,295 and the SLT Diesel AWD setting you back $36,890.
So there you go, upcoming oligarchs on the move, or soccer moms on a budget: The GMC 2018 Terrain. It works, there’s dealerships all over the place, it’s pretty anonymous but stylish, and reasonably priced.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 GMC Terrain SLT. Photo: GMC.
Photos & Source: GMC.
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http://carsecret.atspace.eu/blog/2018-gmc-terrain-some-anonymity-for-not-much-coin/2017 Honda Civic Type R Sets Nürburgring Lap Record
Okay, three things here: 1) Honda’s latest hotrod Civic, the Type R, set a time on the Nürburgring of 7 minutes 43.80 seconds, which is a very fast time indeed; 2) That is a record time for any front-wheel drive car; 3) Nürburgring records are not to be trusted.
Okay, so maybe number 3 is a bit arch, but there is a growing opinion on racing websites and sites maintained by track-tards of one stripe or another that Nürburgring lap times, especially ones claiming to be “records” are to be considered suspect.
Ring of Fire
The reasons for this suspicion are many, but they all break down to the fact that a time on the ‘Ring is more or less done on the honor system. And in the past, various manufacturers have been rumored to be using special compound, one use tires, and monkeyed up ECUs that were far from factory stock and the like so they could set a quick time and get some free PR for a while. All that said, 7 minutes 43.80 seconds is a really quick time for a lap of the Nürburgring, especially for something with all the handling faults of a front driver.
The new Type R will be launching in two months, so this is a very well timed bit of record setting. At 7 minutes 43.80 seconds, that lap is an advance of nearly 7 seconds over the previous-gen Type R, although Honda graciously points out that was the European market Type R, which was hotter than the North American version. And overall, the new benchmark lap time beat the previous record by over 3 seconds. Naturally there’s a video of the lap, which we have included below.
The 2017 Honda Civic Type R in action on the Nürburgring. Photo: Honda North America.
Power & Performance
Honda chalks up the record, first and foremost, to the new engine in the 2017 Civic Type R. After all, they are called the Honda Motor Company for a reason. Said plant is a 2.0-liter VTEC TURBO engine turning out 306 horsepower and 295 lb-ft. of torque. Which, let’s face it, is a lot for such a little mill. No specs were given on the amount of boost being produced, but they’ve got to be squeezing the bejeebers out of that little four-banger. It is also worth noting this engine makes the new Civic Type R the most powerful Honda ever sold in America. Also of note, the lump is made right here in the U. S. of A. at Honda’s Anna, Ohio engine plant.
That 2.0-liter VTEC engine is hooked up to a six-speed manual transmission with new, lower gear ratios to improve acceleration, which is what this thing is going to be all about, because something tells me top speed is not going to be stratospheric. Oh, and speaking of outright speed, the new Type R’s aerodynamic package is there to deliver stability and balance.
Weight Reduction & Suspension Tech
Honda says the all-new Civic Type R is over 35 lbs. lighter than the previous-generation model, again from the European market, which are lighter than “ours” anyway. Honda does not say what the all up weight is, which is a pity, and also makes me wonder even more about that lap time.
The new Type R, has an all-new multi-link rear suspension for enhanced stability under braking and for reducing the total roll movement. This makes for further late braking into corners and helps to achieve higher cornering speeds during the lap. Again, obviously focusing on the car’s strengths – braking, cornering, and acceleration – since it’s not going to top out like a McLaren. The new Type R features a wider track and tires and a longer wheelbase, with that new multi-link suspension out back. The new R also boasts a 38 percent gain in torsional stiffness.
“The cornering speed achieved in the new Type R is higher because the car features a wider track and tires, a longer wheelbase, a new multi-link suspension in the rear, and optimized aerodynamics that improve stability,” said Ryuichi Kijima, Lead Chassis Engineer. “With improved cornering performance, we can increase the speed throughout the lap, helping the new Type R to achieve a much quicker lap time.” Photo: Honda North America.
Caveats & Quickness
And speaking of equivocating and hedging of ones bets and raising of eyebrows, check this out from Honda’s press release: “The pre-production development Civic Type R that achieved the lap time was technically representative of production specification. A full floating roll cage was installed for safety reasons, but did not provide any additional rigidity to the body frame. The extra weight of the cage was compensated for by the removal of the Display Audio system and rear seats. The car was using street legal, track-focused tires.”
Let me just break that down a little: “Pre-production development” sure, but that’s not the same as “production” is it? “Technically representative” Really? That doesn’t sound like a loophole you could drive a track record through, nope. “Full floating roll cage . . . did not provide any additional rigidity.” Horse manure! “The removal of the Display Audio system and rear seats,” which weigh how much, in total in comparison to the weight of a full roll cage? And my personal favorite: “street legal, track-focused tires.” If I have to explain why that last one is just as big of a loophole as “technically representative” . . .
Anyway, those cavernous caveats aside: 7 minutes 43.80 seconds. That’s quick. Real quick. Dial up your own Type R in Forza on your Xbox and see if you can hit those marks, because I couldn’t.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos, Video & Source: Honda North America.
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http://carsecret.atspace.eu/blog/2017-honda-civic-type-r-sets-nurburgring-lap-record/Letter From The UK: The Audi R8 Experience
Picture this: A small brown field mouse breaks cover and arrives at a junction of grass and hard surface. It is a beautiful day; there are very few people about and the countryside is quiet. Somewhere nearby a bird sings in the trees. The mouse reaches out a tentative paw but suddenly pulls back just as a howl fills the air and an Audi R18 e-tron Quattro flashes by in a fury of heat and noise.
The mouse has almost learned the first lesson of motor racing the hard way: never try to cross the Mulsanne Straight on a Le Mans practice day!
From Race To Road
It was a sad day when the German brand announced they were withdrawing from the World Endurance Championship at the end of 2016. Audi’s consistent success at the legendary Le Mans 24 Hour event is reflected by the brand’s consistent success on the road. And it is on the road that Audi produced another success story.
In June 2007, a road-going sports car that honored their racing heritage, and which was destined to garner awards and praise across the world – and from me – arrived. The Audi R8.
Based on the earlier concept designed by Frank Lamberty and Julian Honig, the R8 was introduced to the waiting world in 2006, and deliveries began the next year with immediate success. Less raucous than some other supercars, the R8 is civilized and comfortable with a subtle soundtrack, superb throttle response, and the sort of scorching performance that slots the vehicle easily into the supercar sector.
Photo: Audi AG.
Craftsmen Built
The Audi R8 is still hand-built, mostly by craftsmen whose skills are regularly monitored to ensure the high standards they achieve are maintained. The Audi R8 started life with a 4.2L V8 nestled behind the driver. It was later joined by a desirable Spyder version, both of which were subsequently offered with a stonking V10 engine for even more power. A sports suspension with a dynamically tuned spring and damper combination provided that desirable Audi driving experience.
In 2012, the Audi R8 LMS, essentially a racing version of the street car, won its class at the 24 hour race at the Nürburgring without a single mechanical problem; the only car to do so.
Fascinating Facts
The Audi R18 e-tron Quattro was the first hybrid Audi Le Mans race car with its partially electrified hybrid drive. The e-tron Quattro is a four-wheel drive car with hybrid (KERS type) technology powering the front wheels and a diesel engine driving the rear wheels.
Did you know that just one kilometer with the R8 during testing on the Nurburgring Nordschleife is the equivalent of fifteen kilometers on public roads? That’s how much demand is made on the cars.
Just 120 of the factory’s best employees qualify to work on the prestigious R8 assembly line. More than half of R8 workers are over 40. It is said the easiest way to spot them is to look for the gray hair. The factory calls them “silverliners.” Obviously, not to be confused with male mountain gorillas known as silverbacks!
In Latin, Audi means “hear” and the German word for hear is “horch.” Audi’s founder was August Horch.
In 1938, crash tests were first carried out by Audi. These tests gave the company an idea about how cars would behave in case an accident occurred. Without realizing it, the company had set a precedent for all other car manufacturers.
In 1932, Audi joined forces with three other companies to form Auto Union – a name that was to have legendary success on the racetracks of the time. The original four companies of Auto Union are represented by the overlapping rings of the Audi logo.
This Audi AG press image shows a beautifully restored 1939 Auto Union Type-D Twin Supercharger model.
R8 At The Movies
Producers of the original Iron Man cast the R8 as the ideal sports car for high-tech billionaire hero Tony Stark. The R8 space frame was so well-built it changed the ending of the film. The stunt directors originally planned to collide the R8 with Iron Man’s adversary, and flip it over. But it wouldn’t flip. The filmmakers tried a different stunt, but the Audi R8 still prevailed!
Snug behind the driver and helping to provide perfect balance and road holding sits the heart of the R8 – the engine. There’s a choice of power plants originally derived from the engines that helped Audi win Le Mans. The first generation (2007-2015) had a 4.2L V8 with 430 horsepower or a feisty 5.2L V10 delivering 532 horsepower. Today, the R8 features two V10 engines, one with 540 horsepower and a plus version with a muscular, free-revving output of 610 horsepower.
Yet each one remains reliable and refined. From beginning to end, the development of the Audi R8 is about the evolution of the look of the car and the revolution that goes on inside the car.
Photo: Audi AG.
Life In Your Car
Every once in a while, a car comes along that inspires those who see it. Some cars are just made to drive: a triumphant combination of tried and tested four-wheel drive, highly developed engineering, and the care and attention of the people who built it. The Audi R8 is just such a car and it is visiting me again this summer. Be still my beating heart – and yours be still as well as you listen to that particular sound of power.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Photo: DriveWrite Automotive.
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http://carsecret.atspace.eu/blog/letter-from-the-uk-the-audi-r8-experience/Ford GT Mk II: When The Rules Go Right Out The Window
Track-only supercar developed independent of race series rules and regulations.
The Ford GT Mk II joins a rich history that includes an epic battle with Ferrari.
Before this. Before the Ford GT Mk II. In the 1960s, then Ford President Henry Ford II, (Hank the Deuce) wanted the most prestigious racing crowns in Europe – more specifically, he wanted Le Mans. When Ford learned Enzo Ferrari would consider selling, it seemed promising. Ford invested numerous resources scouting Ferrari’s operations but negotiations over the racing division stalled and the deal ultimately fell through.
Ford took it personally.
Beat Ferrari!
The message from Michigan to the United Kingdom was clear when Ford tapped Eric Broadley’s Lola GT. The car was state-of-the-art for the time, with a powerful small-block V8 designed specifically for the mid-engine chassis. The Lola GT later became the Ford GT, and under the direction of Carroll Shelby, the “Mark II” GT40 lands the famous 1-2-3 sweep of Le Mans in 1966. 50 years later in 2016, and with Ferrari hot on the chase, the Ford GT would take the GTE Pro class at Le Mans again. The now legendary rivalry is the subject of a new film, due this November, starring Matt Damon and Christian Bale.
Ford ended its GT program in the FIA World Endurance Championship at Le Mans in the GTE Pro class this year. Yet the GT, its story, and now its legacy stand among what we may consider racing’s most impossible dreams; if such a thing exists. That said, it seems like a perfect time to debut a new GT, which is exactly what happened at the Goodwood Festival of Speed recently.
Ford GT Mk II. Photo: Ford Motor Company.
What Is The Ford GT Mk II?
The limited-edition, track-only supercar is a collaboration between Ford Performance and Multimatic. The GT Mk II employs the lessons learned from Ford’s FIA World Endurance Championship and IMSA WeatherTech SportsCar Championship campaigns. However, the GT Mk II is engineered outside the parameters of those respective series.
“The GT Mk II unleashes the full performance potential of the Ford GT without any artificial performance limitations dictated by racing sanctioning bodies,” explained Hau Thai-Tang, Chief Product Development and Purchasing Officer, Ford Motor Company. “It’s the closest GT owners can get to the Le Mans-winning performance and exhilarating feeling of crossing the finish line in the Ford GT race car.”
“The true, off-the-hook performance capability of the GT hasn’t yet been fully showcased,” added Larry Holt, Multimatic’s Chief Technical Officer. “The road car is obviously limited by the many global homologation requirements that it must comply with, and the race car suffers from the restriction of the dreaded Balance of Performance, resulting in it being 150 horsepower down to the road car. The Mk II answers the regularly asked question of how would the car perform with all the limitations lifted: the answer is spectacularly.”
The Ford GT Mk II is a collaboration between Ford Performance and Multimatic. Photo: Ford Motor Company.
Power & Performance: The Wild West
Absent regulations and with an open drawing board, the teams from Ford and Multimatic got cracking. The 3.5-liter EcoBoost engine benefits from the wild west mentality, now generating 200 horsepower more than the GT race car. With a grand total of 700 ponies, the Mk II is the most powerful Ford GT ever. Said ponies hit the tarmac via a specially-calibrated, seven-speed dual-clutch transmission.
Facilitating the engine’s performance are a multitude of race-inspired elements throughout. For example, the aerodynamic changes enable it to generate over 400 percent more downforce than the Ford GT! The rear wing exceeds what the Ford GT race car offers in terms of downforce alone. To balance that additional rear downforce, the front includes a new splitter, diffuser, louvres, and dive planes. Slap on the Michelin Pilot Sport racing tires and you’re pulling more than 2 g of lateral grip.
It goes without saying, but the Ford GT Mk II is lighter and more agile. The normal GT’s adjustable ride-height and drive modes are cut for a weight savings of nearly 200 lbs. By contrast, the Mk II features a fixed (but lower) stance and five-way adjustable DSSV shock absorbers.
Related: The Ford GT Carbon Series is the perfect car for velocity addicts.
Keeping It Cool
“Water spray technology” (which is exactly what it sounds like) prevents the Ford GT Mk II from running too hot. The air-to-air outboard charge cooler utilizes the feature; the water spray automatically engages in high-temperature situations, applying atomised water via sprays on the charge air cooler itself. This allows the GT Mk II to maintain higher levels of power, despite higher temps. The roof intake helps too, directing air to the auxiliary engine, clutch, and transmission coolers.
Brakes? Yes. And only the best. A Brembo carbon ceramic set derived from the GT street car.
A bespoke Sparco racing seat with a six-point racing harness and an optional passenger seat are among the interior highlights. Photo: Ford Motor Company.
Ford GT Mk II: Pricing & Availability
Only 45 examples are available for a starting MSRP of $1.2 million. Ford and Multimatic have set up a special website where ownership inquires can be directed. The Mk II is built in Markham, Ontario, then sent to a Multimatic Motorsports facility for the rest of its upgrades.
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
Ford GT Mk II Gallery
Photos & Source: Ford Motor Company.
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http://carsecret.atspace.eu/blog/ford-gt-mk-ii-when-the-rules-go-right-out-the-window/
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