Automotive

In Search Of Rosie: The Porsche 718 Cayman

England is not like California. In England rain is a tradition. We look to the skies and wonder what that bright orb is above our heads. Eventually we recall dim memories of something called the sun.

A couple of weeks ago, a little sun entered my life in the form of the latest version of the legendary Porsche Cayman, now designated with the number 718 in memory of a long-ago racing car. Unfortunately, the weather failed to play ball and was typically appalling.

I therefore am obliged to apologize for the dirty state of the car in some of my images.

We went searching for the origins of the famous book Cider with Rosie by the writer and poet Laurie Lee, and naturally it rained. The combination of road dirt and water soon reduced the metallic Graphite Blue paint to a dull gray. What it could not do was dampen our spirits. This car is very, very special.

What’s New

Porsche sports cars do not change, they evolve. We used to say the Cayman of old was the best driver’s car around yet the German brand seem capable of making the best even better. The version tested here is the basic 718. Change in the modern world is inevitable and downsizing is all the rage at the moment. Thus, in an effort to boost performance but reduce pollutants, the old flat-six engine has gone, replaced by the same new flat four-cylinder engines with turbocharging as is featured in the sibling 718 Boxster.

As a result, both coup and roadster have an identical engine output for the first time. The entry-level version (in the British market) starts with 296 horsepower from two liters of displacement. The faster S model delivers 346 horsepower with a displacement of 2.5 liters.

There are many other tweaks, including the styling, infotainment, and some suspension parts lifted from the GT4, but otherwise the 718 Cayman is the same as before, only different. The changes are subtle; the domed front wings, the neat Bi-Xenon light clusters, and the under-spoilers all add up to a convincing whole.

As ever with Porsche, the options that make the car this special cost extra. The basic car in the UK costs around £40,000 ($49,304) but with standard options, the tested vehicle retails at a mighty £53,605 ($66,074) although with your lighter taxation in the USA, American buyers may pay less.

Porsche 718 Cayman. Photo: DriveWrite Automotive.

Features & Options

The options on this car added approximately £14,000 ($17,256) to the base price. These are things you actually want so buyers might as well just accept this is the Porsche way, clench their buttocks and bank balances and ante up.

20-inch wheels painted gloss black: Check. Sports Chrono Package: Check. Navigation, GT steering wheel, Torque Vectoring: Check. Check. Check. The list goes on.

In fact, surprisingly, the only thing you don’t want is the Sports Exhaust System which will set you back about a grand and a half. Porsche’s of old had a sound of their own and anything that amplified that glorious auto symphony was welcome. Not any more.

Despite their best efforts, the 718 Cayman ticks over with a sort of flatulent bellow worthy of a low drinking den at closing time. It gets marginally better under performance but, let’s face it, a turbo-four is never going to reach those aural heights beloved of sports car drivers. Save your money and savor the quiet hum of German engineering at its best instead.

Interior Features

Our test car luxuriated in the presence of Sports Seats Plus (at extra cost, natch) that are part leather and part Sport-Tex cloth. Play around with the electrically adjustable seat and there it is – the perfect driving position. It is low and cossetting as it should be. The wheel is a delight to fondle and the pedals sit just right for some old-school heel and toe action if that’s your thing.

Although the PDK automatic gearboxes with flappy paddles are great (and make the car fractionally faster) it seems to me the six-speed manual gearbox is the way to go on this motor. It is crisp and notchy and even a novice driver should have no problem with finding the right ratio at the right time. Sublime.

Surround visibility isn’t great but the addition of reversing sensors eliminates potential parking pain. All the Bluetooth and infotainment options you need for great sounding tunes and the like is to hand on the 4.6-inch color screen; the navigation system is simple and effective.

If a long weekend away at a quiet romantic venue appeals, then there is no need to skimp on luggage. The space aft of the engine will take a decent sized overnight bag and the deep front well will swallow a carry-on suitcase, making the 718 a versatile companion. This is the only occasion when three won’t be a crowd.

The Oily Bits

Proper He-Man engines are in decline. Get over it. Move on and embrace our turbo-charged future. Porsche says on the combined overall cycle, this car should return 38 miles to the gallon. The trouble is, this sporting beauty is so damnably drivable that the truth is probably way below that, especially as 62 mph comes up in around five seconds. A parsimonious parson might achieve that lofty fuel figure but you won’t.

The two liter engine has an aluminum block and pistons, four valves per cylinder, and VarioCam Plus variable valve timing and lift, if these things matter to you, driving the rear wheels.

Stopping power is courtesy of 4-piston aluminum monobloc fixed calipers front and rear, with internally vented and cross-drilled discs. As I was obliged to prove at one point on the wet roads of Somerset, these well-modulated stoppers really work. I am less keen on the electrically controlled parking brake which is a touch inaccessible and takes a bit of getting used to.

Porsche 718 Cayman. Photo: Porsche Cars North America, Inc.

On The Road

Finally we reach the important part of the proceedings. We traveled to the village of Slad which is where the author Laurie Lee called home. The Slad Valley in which the village nestles forms the backdrop to Cider with Rosie. The winter weather did the scenery no favors, stripping bare the earth and trees, but it is plain to see that summer would soon transform it back into a bosky haven of rolling green, so fondly remembered by the writer.

We dined sumptuously in the ancient Woolpack Inn, a second home to the author, but it was the drive to and from that was the highlight of the day. In terms of their driving dynamics, the new 718 Cayman models follow in the tracks of the classic 718 cars, say Porsche. Thanks to their outstanding agility, the historic mid-engine sports cars won numerous races in the 1950s and 1960s, such as the Targa Florio and Le Mans.

Lateral rigidity and wheel tracking have been improved in the completely re-tuned chassis of the Porsche 718 Cayman. Springs and stabilizers have been designed to be firmer and the tuning of the shock absorbers has been revised.

The steering, which has been configured to be 10% more direct, enhances agility and, importantly, driving fun. The rear wheels, which are one-half of an inch wider than before, in combination with the redeveloped tires, result in an increased lateral force potential and hence in greater cornering stability.

Know what? It works well.

Second Thoughts

Wait! Belay that: it works brilliantly. The 718 Cayman is as wonderfully set up as ever it was. If you like cars simply for the pleasures of driving, it is as close to perfection as you can get. Inevitably, there’s a touch of turbo lag below 2000 rpm, but keep the revs higher and the torque feeds in smoothly and predictably. There’s plenty of mid-range punch and the engine is more than prepared to rev its socks off as required.

So many cars, so little time. Is this the best car I have EVER driven? I can’t say that for sure but what I can say is the Porsche 718 Cayman is one of the finest sports cars ever made. Even at the price quoted, it remains a tremendous value.

If you can, you should. I would.

Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

Porsche 718 Cayman Gallery

Photos: DriveWrite Automotive, Porsche Cars North America, Inc.

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Debate: Should You Use OEM Or Aftermarket Parts?

In today’s automotive world, consumers have more options than ever when it comes to car care and parts for performance and optimization. While parts from Original Equipment Manufacturers remain available for purists, aftermarket auto parts have seen a significant rise in popularity over the last several years, particularly with the mass availability from online retailers.

So how do you know which parts are right for you and your car?

By Definition

Let’s start by defining each of these terms. OEM (Original Equipment Manufacturer) parts are components from the same parts manufacturer who supplied the factory. Up until recently, these were only available at authorized dealerships. However, some of these brands are now available at other retail sources.

Aftermarket parts typically refer to components manufactured by competing companies. Some may be well-known brands, and others may not. These parts have long been available from traditional brick-and-mortar auto parts stores, but are now available from many online businesses.

Benefits of OEM Parts

An EXACT replacement. You are guaranteed the OEM part will be the exact same quality as the part you’re replacing, and will fit perfectly. They are also covered by the vehicle manufacturer. Most car manufacturers have a very good warranty on their replacement parts. That warranty is usually honored by any authorized dealership in the country, and if the dealer installed the part, the warranty usually includes labor.

OEM Considerations

Pricing. When purchased at a dealer, the OEM part is usually more expensive. There is also availability to consider. If your vehicle is a less-popular brand, authorized dealers may be more widely scattered. Dealers don’t always stock the part you need, and there may be a delay if it needs to be ordered.

Benefits of Aftermarket Parts

Choice. The aftermarket has responded to customer demand by providing a much broader choice than OEM. There are well-known aftermarket brands, including “OE equivalent,” as well as mass-market and lesser known brands.

Another benefit is pricing. In general, the aftermarket competes on price. Similar to what’s described above for choices and options, there will be different price levels. Those who desire the least expensive choice can usually find that in the aftermarket.

Bosch Premium Oil Filter. Photo: Bosch Auto Parts.

Aftermarket Considerations

Warranty. Depending on how long you plan to keep your car, the warranty period may be more important. If comparing two aftermarket parts, be sure to compare the warranty periods. Most well-known aftermarket suppliers provide a warranty close to, or even surpassing, the OEM warranty.

Quality is another important thing to consider. Years ago, it was presumed the quality of aftermarket parts was inferior to OEM parts.

That has changed as the aftermarket has improved to meet consumer demand. In fact, in some cases, large aftermarket businesses have manufactured replacement parts which improve upon known OEM weaknesses.

Bottom Line

If your vehicle is under warranty, or if the aftermarket does not offer the part you need, you have no choice but to obtain an OEM part from an authorized dealership. At the other extreme: if you own an old car (or a brand that has gone out of business), and there is no OEM choice, the aftermarket IS your only source for parts.

We recognize there are those consumers for whom only the OEM part will suffice. However, the aftermarket has improved its offerings across the board. There are OE equivalent brand names which have branched out to offer high-quality parts for all brands, not just the ones they originally supplied. At the same time, long-time aftermarket suppliers have worked to bring their quality up to, or exceeding, the OEM standard.

As the customer, there are important things to consider when choosing between OEM and aftermarket parts.

Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.

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The new Ford GT specs are out and it's officially the fastest Ford ever made

The 2018 Ford GT is capable of 216 mph and can lap the Nürburgring faster than a McLaren 675LT and Ferrari 458 Speciale.

What’s going on?

Way back in 2015, Ford did the unthinkable and surprised the world with the reveal of the all-new GT supercar at the Detroit Auto Show. Since then, everyone new it was going to be something special.

But believe it or not, two years have passed since the GT was revealed. Now, Ford finally published the car’s official factory numbers. And it’s batshit-insane fast.

For starters, how does, SAE-certified, 647 horsepower and 550 pound-feet of torque sound?

That sounds great. What does that translate to?

Well, that power comes thanks to an all-new twin-turbocharged 3.5L EcoBoost V6, which we already knew. Despite the deficit by two cylinders from the last Ford GT, the new model produces a whopping 97hp and 50 lb-ft of twist more than the supercharged V8 model. Not only does the power increase, the top speed does as well, at 216 miles per hour, compared to the last car’s 205. That makes it the fastest production Ford ever produced.

The 3.5L EcoBoost V6 is mated strictly to an all-new seven-speed dual-clutch PowerShift transmission.

Straight-line performance isn’t the only thing making the new Ford GT fast.

Thanks to the new Ford GT’s clever active aerodynamics systems on the body, the new Ford GT laps the famed Nürburgring Nordschleife faster than a McLaren 675LT and the Ferrari 458 Speciale. The active systems consist of various moving air flaps placed throughout the body to actively channel air, all in the name of speed.

Specifically, the GT did it in just 2:09.8 minutes while the McLaren managed 2:10.8 and the Ferrari was interestingly at the bottom, at 2:12.9. They’re not going to be happy about that.

– By: Chris Chin

Source: Ford

The post The new Ford GT specs are out and it’s officially the fastest Ford ever made appeared first on egmCarTech.

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2017 Ford GT: Fastest Ford On Record

The 2017 Ford GT is the fastest production vehicle the blue oval has ever produced. At the heart of the GT is Ford’s most powerful EcoBoost yet, and an advanced, active suspension system.

A precise power-to-weight formula is also ingrained through the car.

The combination propels the 2017 Ford GT to a top speed of 216 mph, making it an absolute nightmare on the track for competitors. Typical to Ford’s strong racing heritage, and fresh off a historic victory at LeMans, the new GT comes ready for the track.

In 2016 development testing, Ford topped the McLaren 675LT at Calabogie Motorsports Park in Canada. They also ousted Ferrari, their long-standing rival, by beating out the 458 Speciale on the same track.

Each car received fresh fluids and tires and the optimal suspension configurations were set. The same driver was behind the wheel and the conditions were identical. The 2017 Ford GT recorded a lap time of 2:09.8, a second faster than the McLaren 675LT at 2:10.8. The Ferrari 458 Speciale, by compassion, ran 2:12.9.

Potent Performance

Ford’s new high-output 3.5-liter EcoBoost for the GT is SAE-rated at 647 horsepower and 550 lb-ft. of torque. The engine’s wide powerband produces 90 percent of its peak torque from 3,500 rpm. The EcoBoost is assisted by a fully active dynamics system, providing the GT with optimum downforce, drag, and balance at any speed.

“Our expectation has always been that the EcoBoost V6 would perform exceptionally well in the Ford GT – both in terms of power as well as aerodynamic efficiency,” said Dave Pericak, Global Director, Ford Performance.

The Ford GT’s dry weight is just over 3,000 pounds, making for a power-to-weight ratio of 4.72 pounds/horsepower. The GT’s carbon fiber architecture helped drop weight, although some of that weight was reinvested back into the car to increase performance, seen most notably with the active dynamics system.

“We are extremely pleased with how it performs, both on the track and on the road,” Pericak said.

The Ford GT raced to class wins at Le Mans and numerous other tracks in both IMSA and WEC last season. The production Ford GT resembles the high-performance track version a great deal, which means the end customer will definitely have an exciting car.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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2017 Kia Niro: A lot To Like, Especially Price

Kia, the South Korean company that keeps churning out a brand new vehicle every 8 hours or so, just rolled out another debut model: The all-new Kia Niro. That’s Niro, with an ‘i,’ not with an ‘e.’ That’s the crazy Roman emperor dude or that unneeded antagonist from that Star Trek re-boot movie. This is neither.

The Kia Niro is, like seemingly all their products, pretty durn cheap to acquire, and comes frosted with a stack of gizmos, features, doo-dads, luxury bits, and alleged-luxury bits that make the car, whatever it’s shape, imaginary function, or invented “styling” worth considering.

Value Added

No, you will probably never see a Kia pull slowly into the drive-in and have a gearhead in a greasy white shirt whistle low and say, “whoa, a Kia!” No, you will probably never see a Kia product of any kind grace the lawn at Pebble Beach. But you will see, most likely, a Kia in the hands of a new driver – say 16 or 17 years old – or that kid that works at the drive-in or golf course and you’ll say, “not a bad choice for a first car.”

And they’re not. You get a lot of bang for your buck, and, let’s face it, you also get the added insurance (as odd as that term might sound just now) of having a car that is largely forgettable and disposable when you trade it in on your second car.

Take the all new Kia Niro as a good example.

It’s the brand’s new for 2017 crossover hybrid with five different trim levels: FE, LX, EX, Touring, and a limited production Launch Edition. And it rings the register between $22,890 for the FE to just $29,650 for the Touring. Kia crows: “Five different trim levels offer a Niro for every buyer, crossover utility, and hybrid efficiency at an affordable price.” Yes, that’s an awkwardly worded quote, but look what you get with this guy.

Photo: Kia Motors America.

FE & EX Trims

The Niro FE, that’s the range starting, bottom of the line, cheap-o version, with a beginning MSRP of $22,890. However, it is furnished with a long list of standard features such as 16-inch wheels, 6-way front seats, power windows, keyless entry, cruise control, and a 7-inch touchscreen display with rearview camera. It’s Apple CarPlay and Android Auto compatible, and features a six speaker audio system with steering wheel mounted controls.

Around $23,000 for all that, and it pulls in 50 mpg (combined) in fuel economy, meaning it’ll be cheap like the budgie to own. Next rung up on the trim ladder is the $23,200 LX. Spring for that extra $300 clams and you get Smart Key with push button start, roof rails, and rear LED combination lamps.

Shell out a little more for the EX ($25,700) and you get heated seats, leather wrapped steering wheel, LED daytime running lights, heated power folding mirrors, and front fog lamps. Driver assistance features include Blind Spot Detection (BSD) with Rear Cross Traffic Alert (RCTA) and Lane Change Assist (LCA). Many automakers today include the acronyms for these various technologies, if you’re wondering why all the extra letters. Which, to my way of thinking (arcane as it may be) translates as Look Over Your Shoulder (LOYS) Really, Look Over Your Shoulder (R,LOYS), and Make Sure There’s No One In The Next Lane Before You Move, Dingbat (MSTNOITNLBYM,D).

Seriously. Just pay attention for once, will ya?

Photo: Kia Motors America.

Launch Edition & Touring Trim

The Launch Edition is offered in only two colors: Snow White Pearl or Aurora Black Pearl. It is further set apart by unique Hyper Gray 18-inch alloy wheels with Michelin tires, and a unique metallic color grille. A 10-way driver’s seat, 8-inch touchscreen navigation system, and Harman Kardon premium audio are included.

The Launch Edition will set you back $28,000.

The top of the line Touring trim chimes out at $29,650. Not at all unreasonable. For that, you get to add a power tilt/slide sunroof, front and rear park assist, heated and ventilated seats, heated steering wheel, 10-way power driver’s seat with memory, and the aforementioned Harman Kardon audio.

Additional Goodies

In case those trim levels are not enough for you, there are also three option packages on offer. The Advanced Technology Package for the LX is $1,450 and includes Forward Collision Warning, Autonomous Emergency Braking, and Lane Departure Warning System. There is a Sunroof and Advanced Technology Package for the EX at $2,300 that also includes a power tilt/slide sunroof, Smart Cruise Control, Forward Collision Warning, Autonomous Emergency Braking, and Lane Departure Warning System.

The Advanced Technology Package, $1,900, for the Touring includes HID headlights, wireless phone charging, 110V inverter, Smart Cruise Control, Forward Collision Warning, Autonomous Emergency Braking, and the Lane Departure Warning System once again.

“We’re always striving to offer exciting new products that redefine their segments in all areas, including price,” said Orth Hedrick, Vice President of Product Planning, Kia Motors America, and owner of a really cool superhero name. “The new Niro checks all the boxes – it provides crossover utility, good looks, outstanding fuel economy, it’s fun to drive, and it’s affordable.”

So there’s a lot to like about the new Kia Niro; content, efficiency, and probably most of all, price.

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.

2017 Kia Niro Gallery

Photos & Source: Kia Motors America.

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Mercedes-Benz GLB 250: Small Enough For Families of Seven

Mercedes-Benz GLB 250: Small Enough For Families of Seven The GLB 250 is the first compact vehicle from Mercedes-Benz to offer an optional third row.
It’s stuffed full of the latest infotainment features, voice command systems, and safety gear.
An available all-wheel drive system allows for different front-to-rear torque disbursements.
The 2020 Mercedes-Benz GLB 250 is a mid-sized, no, wait, scratch that it’s a . . . wait, how big is this thing? It looks like a mid-sized crossover, and the specs say it’s not all that big, but somehow Mercedes fits seven seats in this thing with an optional third row. What sort of sorcery is this?
It’s not, really. Just smart packaging by an office full of German engineers. It’s also a pretty good answer if you live in an urban environment, have a family, and also have the cash to drop on something with a three-pointed star on it. They don’t say how much yet, but Merc doesn’t make anything cheap. So figure that in before you decide it’s the car for you.
Or truck. Or truck-like thing.
How Big Is The Mercedes-Benz GLB?
Whatever the GLB is, it’s 111.4 inches long. Which means it’s 5.1 inches longer than the GLA and 1.7 inches shorter than the GLC. Get it? A, B and C. GLA, GLB, and GLC. Right in the Goldilocks zone, or at least the guys in sales hope it is. The headroom up front is 41 inches, and legroom in the back row is 38 inches, meaning the GLB is a comfortable ride for everyone on board (at least the guys in sales say so).
In addition to hauling seven people, the GLB also hauls things. The cargo capacity is between 20 to 62 cubic feet, depending on the model, and whether the seats are all up, all down, or split somewhere between. So family ski trips or camping trips should be handled with ease. Mercedes also points out how the second row backrests can be adjusted in several stages for flexibility, ultimately increasing cargo volume by up to six cubic feet.
Handy if the kids get an extra big haul from granny one Christmas future.
The 2020 Mercedes-Benz GLB 250 is the first compact vehicle from the automaker to offer an optional third row. Photo: MBUSA.
Related: Looks sharp, smells fresh! Meet the new Mercedes-AMG GLE 53.
Sound The Trumpet!
The drivetrain has all the bells and whistles you’d expect from this car company in 2019. It’s powered by a two-liter four-banger that puts out respectable amounts of torque and power – 221 ponies and 258 lb-ft. of grunt – being mated to a silky smooth eight-speed automatic. The two-liter M 260 engine (as it’s known in Mercedes parlance) has cast-iron cylinder liners and a die cast aluminum block. Mercedes says their in-house cylinder bore process, called “trumpet-honing,” minimizes piston friction and cuts consumption.
All-Wheel Drive & Torque Distribution
A permanent all-wheel drive system (4MATIC) with variable torque distribution is available too. During normal driving, the Eco/Comfort mode provides an 80:20 distribution (front/rear). While in its off-road setting, the all-wheel drive clutch acts as an inter-axle differential lock, meaning torque distribution ends up as 50:50. In Sport mode, things get really fun with a 70:30 split.
But really, if you’re thinking of seriously owning the 2020 Mercedes-Benz GLB 250, lap times are not your first priority. Besides, I’ll bet you a beer that an AMG version will be out in about a year or two and then we can talk about lap times.
The 2020 Mercedes-Benz GLB 250 employs MacPherson struts at the font. An acoustically and vibrationally decoupled multi-link axle with compression springs comprises the rear. Photo: MBUSA.
Hey Mercedes!
No, what you (and your passengers) are going to be most interested in is the infotainment and other tech-wizardry. And of course, there is a metric ton of it, but unfortunately, it’s called MBUX. That stands for Mercedes-Benz User Experience, which just goes to show you when the Japanese come up with a ludicrous name for something, the Germans will say “Halte mein Bier.” Any guy that willfully uses the term MBUX is the same guy that wears socks with his sandals.
Don’t be that guy.
Essentially, it works like this: Anything even remotely connected with infotainment goes through an on-board powerful computer system that then displays relevant info, via screens and graphics. All displays can be customized to your individual needs. There’s a full-color, heads-up display for navigation and augmented reality for the driver. An Alexa-like voice control system activates with a jaunty “Hey Mercedes.”
No word about whether this works for those of you that name their cars. So if you say something like “Hey Bob, show me the route to mom’s place,” I cannot guarantee it will respond.
2020 Mercedes-Benz GLB 250 interior layout. Photo: MBUSA.
Related: Mercedes-Benz goes in a different direction with the new GLS.
Safety & Security
There are a bunch of driver assist and safety systems for the Mercedes-Benz GLB. Mercedes says the new GLB has the same “cooperative support for the driver and functionality from the S-Class.” No, I don’t know exactly either, but I take that to mean the GLB has a lot of the same stuff found on the flagship S-Class. For example, the GLB has improved camera and radar systems that can look up to 1,641 feet ahead, and can drive partially autonomously in certain situations. Thanks!
The GLB can alter its speed before corners, crossroads or roundabouts using the Active Distance Assist DISTRONIC system. It references on-board maps and navigation data in addition to what the sensors are telling it. There’s also Active Steering Assist, a new feature, along with Active Lane Change Assist, Active Parking Assist with PARKTRONIC, and some unnamed gizmo that allows the GLB to automatically restart in traffic jams.
2020 Mercedes-Benz GLB 250. Photo: MBUSA.
Availability & Future Considerations
Look, why mince words here: Mercedes-Benz has forgotten nothing (more or less) and if you are the owner/driver/passenger of/in a GLB, you will want for nothing (more or less). The only real question is how much, which might mean you will be wanting for a fatter bank account, but hey, who doesn’t.
Besides, if you’ve got a family of seven, you’re more than familiar with account balances and such. And you’re more than familiar with what vehicles will do the job and which ones won’t. The 2020 Mercedes-Benz GLB 250 goes on sale later this year. It’s up to you if it will fulfill what your family needs.
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. Follow his work on Twitter: @TonyBorroz.
Mercedes-Benz GLB 250 Gallery

Photos & Source: MBUSA.

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1980 Volkswagen Scirocco S: The Future Is Our Fault

1980 Volkswagen Scirocco S: The Future Is Our Fault Who’s Jason Whipple? What’s all this change stuff? Who did the graphics? Is he serious? How old is this thing really? What has he done to this 1980 Volkswagen Scirocco S? Who’s Jason Whipple?
The short answer is that Jason Whipple is a guy with the time, inclination, and bank account to mess around with VWs. We gearheads are all like this, in our own ways. Or at least that’s my belief. I bet, given the situation of being independently wealthy, but not over-the-top rich, we would find enough space, find enough cash, and find enough time to own more than a couple of ___________(fill in blank to taste).
A Taste For Volkswagen
To my taste, it would probably be a half dozen or so small, lightweight two seaters. In Jason’s case, co-founder of the California-based Rotiform Wheels, that taste runs to Volkswagen products of a certain vintage and stripe. Whipple purchased his first car, a 1986 Jetta GLI 8v, as a teenager and has been a VW enthusiast ever since. Now in his forties, he owns a VW Golf R in the new Spektrum Irish Green color and three Sciroccos.
“They are the quintessential, affordable sports car,” Whipple said of his 1980 Volkswagen Scirocco S. “They are right and nimble and, because of that, move with grace and balance. It’s hard to find that in a modern car today.”
This particular one despite the, uh, looks, is not a vintage racer from back in the day. The (sad) truth is that very few people raced Sciroccos when they first came out. They are basically chop top Rabbit/Golfs that, unfortunately, weigh more. Do I have to go into why cars should never, ever, weigh more than they should? No. No I do not.
“It’s a fantastic little car and I’m shocked at how many people don’t know what it is,” Whipple said.
More than 500,000 of the Mark 1 Scirocco were sold between 1974 and 1981, although the car was not as popular in the United States as in Europe. Designed by famous automotive designer Giorgetto Giugiaro, the Scirocco was more a style statement versus a top-speed machine.
Throwback Design
So, although this car looks like a vintage racer from 1980, it was only recently painted to look the way it does. It looks like something a local racer in 1980 would have his friend, who just got a paint gun, spray up. It resembles an album cover for an annoying new wave band called something like The High Tops or Martha! Makes Muffins. Or it looks like something from a 20-year-old video game where they said “We need a race car” but no one working on the game was a gearhead, or knew anything about Motorsports and/or sponsorships.
It’s the graphic equivalent of a MUSICBAND t-shirt.
Whipple explains that he crossed paths with fellow “Volkswagen head” and British graphic artist Nicolai Sclater last fall. He originally wanted to team with Sclater on a skateboard deck. Honestly, I can see that, because the graphics on this are rather reminiscent of the old Uncle Wiggley composite skateboards from about the same time period. So yeah, they’re keeping that 1980s, I’ve got a boatload of Chartpak stuff to play with, vibe.
The fully-painted, 1980 Volkswagen Scirocco S made its debut during the 2018 SEMA show in Las Vegas, Nevada.
The Future Is Our Fault
Sclater goes on, at length, about how it reminds him of his glory years, and uses phrases like “rebellious period of life” without any irony, later saying “I was both terrified and thrilled at the same time” when he was given free reign over the car’s canvas. And no, he doesn’t stop there. Sclater, without a hint of self-awareness, says he incorporated some progressive ideas into his design, including phrases like “the future is our fault” and “things won’t change until we do.”
Joe Strummer is dead these 17 years now, and I think about him every time I see a morally-bankrupt politician (i.e. a lot), but I swear if poseurs like Sclater keep this stuff up, Joe will rise from his grave in righteous anger and with furious vengeance to track them down and tell them what is what. Sheesh.
Mixed Messages
Sclater’s B mid-term paper for Art 1040: Art and Modern Man goes on: “It stemmed from two different ideas. The first was the blurry lettering. I was getting frustrated at how insignificant art is becoming on Instagram and that’s generally where most people are obtaining their art on a daily basis. They are not looking at books or going to museums. I wanted to do a little practical joke with the audience, so they had to pause and actually engage with the picture. The second part was a call-to-action for onlookers to take stock of their actions and be more considerate of people and the environment. It’s all about working together rather than approaching the world as one massive competition. I think a message like this needs to be carried out in a light-hearted way.”
Yes. He painted an anti-competition message on the side of a competition car.
Jason Whipple spent nearly a decade retrofitting his 1980 Volkswagen Scirocco S, a car he described as a weekend beater.
Million Dollar Baby
And this car, a 1980 VW Scirocco S, is indeed a real race car. Whipple went a little bit funny in the head and took, what he terms a perfectly good car, pulled it apart, and changed everything about it.
“I call it the ‘Million Dollar Scirocco’ because it seemed, at the time, I was spending a million dollars on it,” he explained. “Everything under the hood is 100 percent custom.”
And to Whipple’s credit, it’s more than a set of race slicks on nice wheels.
Alterations include a fully hand-built motor, transmission swap, custom wheels (of course) along with a new engine management system. The 2.0-liter naturally aspirated eight-valve mill puts out around 180 horsepower. Which is enough, given that a stripped out Scirocco weighs a coupe hundred pounds less than a first gen Miata. Still, why they say it’s a drag car makes no sense to me, but that’s kind of beside the point. What it is, ultimately, is a fun car; a tuned version of an old car that’s probably a blast to drive but an ocular cramp to look at.
“It certainly sparks conversation,” Whipple said. “I have no regrets.”
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. Follow his work on Twitter: @TonyBorroz.

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