Mercedes-Benz SLR McLaren
Set to make its world premiere this fall at the renowned Frankfurt Auto Show, the new Mercedes-Benz SLR super sports GT celebrates the formidable SLR race cars of the 1950s. The new SLR bridges the past and future with styling elements from the original 300SLR roadster and "Uhlenhaut Coupe" (in background) as well as the latest Formula One Silver Arrow race cars.
Set to make its world premiere this fall at the renowned Frankfurt Auto Show, the new Mercedes-Benz SLR super sports GT celebrates the formidable SLR race cars of the 1950s. The new SLR bridges the past and future with styling elements from the original 300SLR roadster and "Uhlenhaut Coupe" (in background) as well as the latest Formula One Silver Arrow race cars.
Mercedes-Benz and its
Formula One partner McLaren are showcasing their collective experience
with such features as a carbon-fiber structure and composite ceramic
brake discs. Powered by an AMG-produced supercharged V8 engine producing
well over 550 bhp, the limited-production SLR McLaren will go on sale
in Europe late this year, and its U.S. launch is planned in 2004.
All-New 2005 Porsche Boxster
Porsche's next-generation Boxster is due for launch in mid-2005. This prototype was caught on film during cold weather testing in Scandinavia. The new Boxster will feature a new front end with new headlights and a new rear end. This prototype is wearing disguise panels to conceal the future new styling. However, clearly visible are the three large air intakes in the front skirt ,and wider fenders and track. Porsche is likely to make 17-in. wheels standard at last, with 18s as an option. Power for the standard model will come from a 2.7-liter engine, outputting 240 bhp; the S version should have 270 to 280 bhp. There are rumors that a 300-bhp 3.4-liter engine will also be offered. Both a roadster and coupe version are planned.
Porsche's next-generation Boxster is due for launch in mid-2005. This prototype was caught on film during cold weather testing in Scandinavia. The new Boxster will feature a new front end with new headlights and a new rear end. This prototype is wearing disguise panels to conceal the future new styling. However, clearly visible are the three large air intakes in the front skirt ,and wider fenders and track. Porsche is likely to make 17-in. wheels standard at last, with 18s as an option. Power for the standard model will come from a 2.7-liter engine, outputting 240 bhp; the S version should have 270 to 280 bhp. There are rumors that a 300-bhp 3.4-liter engine will also be offered. Both a roadster and coupe version are planned.
2004 BMW 6 Series Coupe
A nearly undisguised prototype of the future new BMW 6 Series coupe was captured on film during final high-speed testing at Nrburgring. (Editor's note: The photos have been slightly computer retouched, removing tape around the head- and taillights.) The new model is expected to debut at this year's Tokyo Motor Show in October.
The 6 Series styling draws strongly on the latest 7 Series and the original Z9 concept car. While the convex-concave side and the rear end closely resemble the 7, the front end incorporates a new "kidney" grille layout-first seen on the Z9-blended with a pair of circular headlights of different size. The interior will not be any less controversial than the exterior, as it features the very same iDrive operational surface used in the 7 and 5 Series. The mechanical underpinnings are based on the new 5 Series, which again is closely related to the latest 7 Series. Advanced lightweight design is said to ensure agile handling and sporting driving dynamics.
For the 6 Series,
BMW offers a choice of two different V8 models: the 635Ci with around
275 bhp, and the 645Ci with around 335 bhp. A Formula One-inspired
V10-powered M6 is rumored but remains to be confirmed. Around one year
later, in 2004, the 6 Series will also be introduced as a four-seater
convertible, codenamed E64.
Notes From Europe
* C2 the Future: Citron has rounded off its sub-compact range with the presentation of the diminutive C2. The three-door hatchback shares its platform with the C3, which was launched last year, and the funky multi-layout C3 Pluriel, which appeared at dealers earlier this year. Although it uses a 15cm shorter wheelbase than its C3 stablemates, the C2 carries over the theme of interior flexibility-currently all the rage among European designers in the compact and family segments. It has two independently adjustable rear seats, which slide, rotate and can even be completely removed, and it adopts the identical split tailgate layout used in the Pluriel-something of a novelty in the segment. It was Renault that kicked off the craze for multi-functional interiors with the first-gen Scenic. And, despite a heap of flap-folding, removable and interchangeable competition from the likes of Ford and Opel, it is still the French who are way out in front. The C2 comes equipped with the same base engine range as the C3-three gasoline and one diesel-with the "SensoDrive" automated manual gearbox available as an option.
* European Blues: A raft of new models from several manufacturers has done little to perk up the European market in general, which continues to slide. And it's German automakers that are the hardest hit, while Japanese and Korean brands are among the only ones showing gains. In Western Europe both BMW and Audi saw new registrations fall by over 6.0% in the first quarter of 2003, while VW faced 7.3% fewer sales. Against these figures, a slide of 2.4% seemed like a good result for Mercedes. And it's hitting the bottom line. At its AGM, VW announced a fall in profits of almost 50% for the first quarter of 2003. Weaker sales in Europe were compounded by the end of model life for the outgoing Golf and the strength of the Euro against the dollar. Even BMW, usually apparently immune to economic weakness, announced a fall in turnover of nearly 5% and a drop of over 17% in profits. And, while Porsche enjoys healthy order books for the Cayenne, a drop in demand for its traditional sports car models has prompted Stuttgart to close its doors for one week extra this summer.
* O-mega Flop: While Opel ramps up production of its new Meriva mini-van and Signum mid-range executive sedan, it's saying goodbye to the Omega, its upper middle flagship model. It's many years since Opel has been successful in this segment, and the Omega consistently failed to reach expectations. Opel claims it has pushed out the Omega because it needs the manufacturing capacity for the mid-size Vectra sedan but promises it will be coming back to the segment. Although no timing has been given, we are assured the successor to the Omega will be a completely new concept that will break out of all current conventions and formats. Hmmm, it'll have to.
Meanwhile the GM subsidiary is intending to be among a wave of German manufacturers coming to market with a diesel-particulate filter-the gizmo necessary to make larger diesel engines comply with Euro IV emissions standards. It intends to present its solution at the IAA in Frankfurt. Audi and Mercedes have also announced their intentions to put Euro IV diesels on their stands. Meeting Euro IV emissions standards is one of the benchmarks for many manufacturers toying with the idea of bringing diesel models to the States.
A nearly undisguised prototype of the future new BMW 6 Series coupe was captured on film during final high-speed testing at Nrburgring. (Editor's note: The photos have been slightly computer retouched, removing tape around the head- and taillights.) The new model is expected to debut at this year's Tokyo Motor Show in October.
The 6 Series styling draws strongly on the latest 7 Series and the original Z9 concept car. While the convex-concave side and the rear end closely resemble the 7, the front end incorporates a new "kidney" grille layout-first seen on the Z9-blended with a pair of circular headlights of different size. The interior will not be any less controversial than the exterior, as it features the very same iDrive operational surface used in the 7 and 5 Series. The mechanical underpinnings are based on the new 5 Series, which again is closely related to the latest 7 Series. Advanced lightweight design is said to ensure agile handling and sporting driving dynamics.
Notes From Europe
* C2 the Future: Citron has rounded off its sub-compact range with the presentation of the diminutive C2. The three-door hatchback shares its platform with the C3, which was launched last year, and the funky multi-layout C3 Pluriel, which appeared at dealers earlier this year. Although it uses a 15cm shorter wheelbase than its C3 stablemates, the C2 carries over the theme of interior flexibility-currently all the rage among European designers in the compact and family segments. It has two independently adjustable rear seats, which slide, rotate and can even be completely removed, and it adopts the identical split tailgate layout used in the Pluriel-something of a novelty in the segment. It was Renault that kicked off the craze for multi-functional interiors with the first-gen Scenic. And, despite a heap of flap-folding, removable and interchangeable competition from the likes of Ford and Opel, it is still the French who are way out in front. The C2 comes equipped with the same base engine range as the C3-three gasoline and one diesel-with the "SensoDrive" automated manual gearbox available as an option.
* European Blues: A raft of new models from several manufacturers has done little to perk up the European market in general, which continues to slide. And it's German automakers that are the hardest hit, while Japanese and Korean brands are among the only ones showing gains. In Western Europe both BMW and Audi saw new registrations fall by over 6.0% in the first quarter of 2003, while VW faced 7.3% fewer sales. Against these figures, a slide of 2.4% seemed like a good result for Mercedes. And it's hitting the bottom line. At its AGM, VW announced a fall in profits of almost 50% for the first quarter of 2003. Weaker sales in Europe were compounded by the end of model life for the outgoing Golf and the strength of the Euro against the dollar. Even BMW, usually apparently immune to economic weakness, announced a fall in turnover of nearly 5% and a drop of over 17% in profits. And, while Porsche enjoys healthy order books for the Cayenne, a drop in demand for its traditional sports car models has prompted Stuttgart to close its doors for one week extra this summer.
* O-mega Flop: While Opel ramps up production of its new Meriva mini-van and Signum mid-range executive sedan, it's saying goodbye to the Omega, its upper middle flagship model. It's many years since Opel has been successful in this segment, and the Omega consistently failed to reach expectations. Opel claims it has pushed out the Omega because it needs the manufacturing capacity for the mid-size Vectra sedan but promises it will be coming back to the segment. Although no timing has been given, we are assured the successor to the Omega will be a completely new concept that will break out of all current conventions and formats. Hmmm, it'll have to.
Meanwhile the GM subsidiary is intending to be among a wave of German manufacturers coming to market with a diesel-particulate filter-the gizmo necessary to make larger diesel engines comply with Euro IV emissions standards. It intends to present its solution at the IAA in Frankfurt. Audi and Mercedes have also announced their intentions to put Euro IV diesels on their stands. Meeting Euro IV emissions standards is one of the benchmarks for many manufacturers toying with the idea of bringing diesel models to the States.
* Bosch-tech:
Meanwhile, diesel system specialist Bosch is considering entering into
the fray with its own particulate filter. It has acquired the technology
for a filter based on sintered metal technology, a departure from the
technology currently in use by manufacturers such as Peugeot, which uses
high-tech ceramics. Bosch claims that, size-for-size, a sintered metal
filter has greater particulate capacity than that of a ceramic filter,
meaning that it would not require replacement throughout vehicle life.
Bosch has also made it to market with a piezo-electric-based injection system for diesel common-rail engines, as part of its third-generation common-rail package. Piezo technology uses electrical signals across piezo crystals for super-precise injection control. Competitor SiemensVDO has been running piezo injectors in Ford and Peugeot engines for 2 years. However, Bosch assures us its new system is worth the wait. Not only is it smaller than the competition, it is also twice as fast. The third-gen technology continues to run at 1600 bar, the same as the second generation, with the focus having been on increasing the sophistication of the system. Bosch claims that, against competitive piezo-injection systems, its third generation improves emissions by 15- to 20%, while increasing output by 5- to 7% and reducing noise by 3dB(A). One or two engines sporting Bosch's third-gen common-rail diesel technology can be seen at this year's IAA in Frankfurt. It is currently working on a total of 10 projects with six manufacturers. Meanwhile, the world's second-largest auto industry supplier continues its efforts to encourage the take up of diesel on the U.S. market.
2004 Audi A3
It's Coming To The U.S. Next Year
When Audi launched the first A3 in 1996, questions were raised about the viability of a premium model in the compact "A" segment. However, 7 years and 875,000 unit sales later, the A3 has not only proven its right to exist but also inspired competitors to enter the niche with their own offerings.
However, no matter how familiar the A3 has become on the streets of Europe and the rest of the world, the powers that be opted not to send it over the pond-until now. The second generation will be coming to the U.S. next year in five-door format. european car drove the three-door version at the recent launch to give you a taste of what to expect.
Starting with the outside, the A3 styling has been sharpened up to give it a sportier, more dynamic look. But, while the first generation won many accolades for its styling, it is unlikely that its successor will have the same impact. Although attractive and sleek, the look is decidedly conservative in a segment increasingly populated by more adventurous design. Responding to questions about the low-key approach, designers hinted that the five-door will push the boat out significantly further.
The chassis is the same as for the new Golf V, due to be unveiled shortly, and consists of an improved MacPherson strut arrangement at the front and a new four-arm independent suspension at the rear, similar to that used in the A4. This has been combined with a new electromechanical steering setup with speed-related power assistance. The new suspension arrangement noticeably im-proves the precision and smoothness of the handling against its predecessor, helped along also by the 2.56-in. longer wheelbase, but the electromagnetic steering feels a bit too light, verging on detached.
Most markets will be presented with a plethora of engines starting with the 1.6-liter gasoline with 102 bhp, followed up by a 2.0-liter FSI direct injection gasoline (150 bhp) and topped off by a 250-bhp 3.2-liter V6. Two diesels will also be on offer-a 1.9-liter TDi and a 2.0-liter TDi. The engine range to be offered in the five-door in the States has yet to be finalized, but the marketing types assure us that it will focus on the larger gasoline variants. It is also unclear which transmissions will be coming to the U.S. The full range consists of five- and six-speed manuals as well as the six-speed Tiptronic used in the VW New Beetle Convertible and the new six-speed DSG (Direct Shift Gearbox), which has recently appeared in the V6 TT. Quattro permanent four-wheel drive is fitted as standard to the 3.2 V6 model.
Unfortunately, the V6 wasn't available at the launch, so we had to satisfy ourselves with the less-punchy models, although it's fair to say that the 150 horses under the bonnet of the 2.0-liter FSI delivered a pretty decent level of punch and made for a fun drive around the winding Sardinian test roads. But it is unlikely to make it to the U.S. for the time being due to the FSI engine's requirement for low-sulphur fuel. Therefore, my powers of deduction lead me to surmise that you'll just have to hold out for the 3.2 V6 quattro. Aaawww, poor you.
Bosch has also made it to market with a piezo-electric-based injection system for diesel common-rail engines, as part of its third-generation common-rail package. Piezo technology uses electrical signals across piezo crystals for super-precise injection control. Competitor SiemensVDO has been running piezo injectors in Ford and Peugeot engines for 2 years. However, Bosch assures us its new system is worth the wait. Not only is it smaller than the competition, it is also twice as fast. The third-gen technology continues to run at 1600 bar, the same as the second generation, with the focus having been on increasing the sophistication of the system. Bosch claims that, against competitive piezo-injection systems, its third generation improves emissions by 15- to 20%, while increasing output by 5- to 7% and reducing noise by 3dB(A). One or two engines sporting Bosch's third-gen common-rail diesel technology can be seen at this year's IAA in Frankfurt. It is currently working on a total of 10 projects with six manufacturers. Meanwhile, the world's second-largest auto industry supplier continues its efforts to encourage the take up of diesel on the U.S. market.
2004 Audi A3
It's Coming To The U.S. Next Year
When Audi launched the first A3 in 1996, questions were raised about the viability of a premium model in the compact "A" segment. However, 7 years and 875,000 unit sales later, the A3 has not only proven its right to exist but also inspired competitors to enter the niche with their own offerings.
However, no matter how familiar the A3 has become on the streets of Europe and the rest of the world, the powers that be opted not to send it over the pond-until now. The second generation will be coming to the U.S. next year in five-door format. european car drove the three-door version at the recent launch to give you a taste of what to expect.
Starting with the outside, the A3 styling has been sharpened up to give it a sportier, more dynamic look. But, while the first generation won many accolades for its styling, it is unlikely that its successor will have the same impact. Although attractive and sleek, the look is decidedly conservative in a segment increasingly populated by more adventurous design. Responding to questions about the low-key approach, designers hinted that the five-door will push the boat out significantly further.
The chassis is the same as for the new Golf V, due to be unveiled shortly, and consists of an improved MacPherson strut arrangement at the front and a new four-arm independent suspension at the rear, similar to that used in the A4. This has been combined with a new electromechanical steering setup with speed-related power assistance. The new suspension arrangement noticeably im-proves the precision and smoothness of the handling against its predecessor, helped along also by the 2.56-in. longer wheelbase, but the electromagnetic steering feels a bit too light, verging on detached.
Most markets will be presented with a plethora of engines starting with the 1.6-liter gasoline with 102 bhp, followed up by a 2.0-liter FSI direct injection gasoline (150 bhp) and topped off by a 250-bhp 3.2-liter V6. Two diesels will also be on offer-a 1.9-liter TDi and a 2.0-liter TDi. The engine range to be offered in the five-door in the States has yet to be finalized, but the marketing types assure us that it will focus on the larger gasoline variants. It is also unclear which transmissions will be coming to the U.S. The full range consists of five- and six-speed manuals as well as the six-speed Tiptronic used in the VW New Beetle Convertible and the new six-speed DSG (Direct Shift Gearbox), which has recently appeared in the V6 TT. Quattro permanent four-wheel drive is fitted as standard to the 3.2 V6 model.
Unfortunately, the V6 wasn't available at the launch, so we had to satisfy ourselves with the less-punchy models, although it's fair to say that the 150 horses under the bonnet of the 2.0-liter FSI delivered a pretty decent level of punch and made for a fun drive around the winding Sardinian test roads. But it is unlikely to make it to the U.S. for the time being due to the FSI engine's requirement for low-sulphur fuel. Therefore, my powers of deduction lead me to surmise that you'll just have to hold out for the 3.2 V6 quattro. Aaawww, poor you.
Peugeot 206 GTi 180
Refinement Need Not Be The Enemy Of Driving Fun
In the mid-1980s, Peugeot was rescued by a single model, the 205. This exquisite little hatchback remained at the top of its class for the best part of a decade and spawned the delectable 205 GTi. For enthusiasts across Europe, this remains the consummate hot hatchback, although its immediate successors, the 106 GTi and 306 GTi-6 were equally impressive.
Sometime between the launch of the 306 GTi-6 in 1996 and the arrival of the 206 GTi in '99, though, Peugeot spliced out its DNA. The carefully crafted coding that had served it so well since the 205 GTi, was cast asunder and with it went the prerequisites of a great hot hatchback. The original 206 GTi was a poor pastiche of its wonderful predecessor, and the latest model, the 206 GTi 180, is little better.
he 180 was designed to invoke the spirit of the world rally car-indeed, in some European countries, the GTi will be badged "WR." Its styling has therefore been tweaked with some rally cues. The most obvious and aesthetically pleasing new addition is the five-spoke 17-in. wheels that come shrink-wrapped in 205/40 Pirelli P7000s. They're joined by a prominent rear spoiler and a pair of twin chrome exhaust pipes, which complete a look that's subtle but effective.
The theme continues inside, where the GTi's mediocre chairs and rear bench seat have been tossed out and replaced with quartet of heavily sculptured buckets, which are clothed in leather and Alcantara. They look and feel great, but the dreadful driving position taunts the vertically gifted. Nor can the seats disguise the nasty plastics that mar the Peugeot's cabin.
Refinement Need Not Be The Enemy Of Driving Fun
In the mid-1980s, Peugeot was rescued by a single model, the 205. This exquisite little hatchback remained at the top of its class for the best part of a decade and spawned the delectable 205 GTi. For enthusiasts across Europe, this remains the consummate hot hatchback, although its immediate successors, the 106 GTi and 306 GTi-6 were equally impressive.
Sometime between the launch of the 306 GTi-6 in 1996 and the arrival of the 206 GTi in '99, though, Peugeot spliced out its DNA. The carefully crafted coding that had served it so well since the 205 GTi, was cast asunder and with it went the prerequisites of a great hot hatchback. The original 206 GTi was a poor pastiche of its wonderful predecessor, and the latest model, the 206 GTi 180, is little better.
he 180 was designed to invoke the spirit of the world rally car-indeed, in some European countries, the GTi will be badged "WR." Its styling has therefore been tweaked with some rally cues. The most obvious and aesthetically pleasing new addition is the five-spoke 17-in. wheels that come shrink-wrapped in 205/40 Pirelli P7000s. They're joined by a prominent rear spoiler and a pair of twin chrome exhaust pipes, which complete a look that's subtle but effective.
The theme continues inside, where the GTi's mediocre chairs and rear bench seat have been tossed out and replaced with quartet of heavily sculptured buckets, which are clothed in leather and Alcantara. They look and feel great, but the dreadful driving position taunts the vertically gifted. Nor can the seats disguise the nasty plastics that mar the Peugeot's cabin.
Mechanically, the
familiar 1997cc engine has been modified with the introduction of a
unique cylinder head and variable valve timing. There are also changes
to the intake and exhaust flow and a new engine management system. The
power output has risen from the standard car's 138 bhp to a more
enticing 180 bhp at 7000 rpm, while the torque peak rises by 12 lb-ft to
152 lb-ft at 4750 rpm. Top speed is now 140 mph and the GTi 180
dispatches the 0-to-60-mph sprint in 7.4 sec.
A Honda Civic Type R (6.4 sec.) has the edge against the clock, but its engine lacks the Peugeot's flexibility. From the first twist of the key, it's clear that the 180-bhp motor has a very different character to the standard GTi's lukewarm grunter. A deep base rumble at tickover gives place to a pleasing crescendo as the revs rise. The throttle response is also worthy of praise. It's not quite as sharp as that of the 306 GTi-6-blame the emissions regs for that-but it's a match for the Honda's.
But the Civic does have a significantly better gearchange. The Peugeot's, while more sure-slotted than that of the standard GTi, is still too sloppy for our liking. It's also excessively low geared to the point where engine drone becomes a tiresome problem at cruising speeds. Time and again I'd find myself groping the gearlever in a desperate bid to find a sixth ratio. The major controls-especially the brake and throttle pedal-are also sloppily prepared and lack the harmony of purpose that characterizes a good fast Ford.
To cope with the extra power, Peugeot's engineers have retuned the suspension. The front springs are now stiffer, and a pair of tie rods has been added at the rear in an effort to improve the axle stability. The introduction of the larger tires and engine-speed-related power steering complete the dynamic makeover.
There's no question that the 180 is a more convincing proposition than the standard GTi. Body control is improved, grip is plentiful and it can be hustled along at high speed in complete security. But it still fails to excite the enthusiast. The turn-in lacks the crisp certainty of the 306 GTi-6, while the steering fails to communicate the minutiae of grip and road surface. The intimate adjustability that was Peugeot's hallmark for a generation has also been lost. This car is simply less fun that its predecessors and a disappointingly anodyne driving experience.
Peugeot's marketing boffins will claim that I've missed the point. They'll argue that the company has moved on since the 306 and that it now caters to a different audience. They'll point to the fact that at 14,995 ($24,027), the GTi 180 represents good value, especially as automatic air conditioning, leather and Alcantara seats, and CD autochanger come as standard. But I'll continue to disagree. Refinement need not be the enemy of driving fun.
2003 Pacific Sharkfest
Meeting Of The Sixes
If you like the BMW 6 Series, historic Paso Robles in central California was the place to be this past April. Owners of these big coupes gathered for the Second Annual Pacific SharkFest, an informal event for just E-24-bodied automobiles (the 628, 630, 633, 635CSi, M6, L6 and Euro versions). The model gets its nickname from its pronounced shark-like nose and grille. This year's meet drew 68 cars, making it the largest assemblage of its type in the world.
A high-end two-door luxury sports coupe, half Porsche, half Mercedes and dubbed the "Bavarian Ferrari," the 6 Series was built from 1976 to early 1989. During that time a little over 85,000 units were produced, about half coming to the U.S. It is considered by many to be the most aesthetically pleasing BMW of all time, old enough to be a classic, young enough for many still to be daily drivers.
Started last year by organizer Paul DiMauro, the inaugural Sharkfest attracted 39 cars from California and Arizona. This year, participants came from as far away as New Mexico, Colorado and Utah, braving rain, sleet and snow to make the pilgrimage and take the rare opportunity for these usually solitary owners to come together, share stories and tips, and laugh and commiserate over the cars they love. As one owner said, "Seeing a 6 Series on the road is an unusual sight, even for us owners. Seeing so many here, I'm at a loss for words. It's very special!" These were not your usual BMW owners, either. They were passionate enthusiasts, many doing their own mechanical work, most very knowledgeable about the car.
By late Friday afternoon, 6 Series filled the parking lot at the Paso Robles Inn, where most of the attendees stayed. People gazed into engine compartments and admired the various models as though they had never seen one before. All were different. Most had upgraded wheels with fat, aggressive tires; some were European models with their smaller, more pleasing bumpers; others had distinctive pinstiping, different spoilers, airdams or badging; and many had personalized license plates: ONE BADM, 6 ADDICT, M6 SHARK, M-GIRL, QUIK L6, TWIN 635, just to name a few. Besides these noticeable differences, many had performance chips installed, suspension, brake and/or engine upgrades and other subtleties that made each unique.
Planned activities for the weekend included a Clean Car Contest, a 125-mile run on back roads, dinner and an awards ceremony at the Eberle Winery, and a drive over to the coast to tour Hearst Castle. Free time, what little there was, could be spent wine tasting, making new friends and "talking sixes" in the hotel bar, or exploring the many shops, restaurants and watering holes within walking distance of the inn.
Saturday was a full day. The Show & Shine began early. Entrants were given a registration packet and had a photo taken with their cars. More than a dozen M6 and M635 versions, with their more powerful engines and factory performance upgrades, and scores of 633 and 635 cars lined the lawn of the town square. Some rarer versions were there as well. Michael Graf brought his 633 CSi convertible, having spent the previous two weeks with a heat lamp to get the top up. (It had been down for so long, it had shrunk!) Convertibles were an aftermarket option offered through some dealers, as BMW never made any 6 Series with a drop top.
Another unusual example to be seen was the 645 Turbo, with the engine from a mid-'80s 745i. (This was strictly an owner-initiated modification.) From Utah was John Calvin's intriguing and controversial, heavily Alpina-accessorized 1978 Euro. Opinions varied as to its authenticity, but everyone agreed it was beautiful. It was the oldest car there and went on to win best in its class.
The contest was grouped by vintage: 1976-82, 1983-86 and 1987-89, as most noticeable visual and mechanical changes took place in these time periods. Mileage was factored into the scoring: the more miles, the more points, the theory being condition was relative to wear. Mileage varied considerably among the cars. Barry Gambini's '85 M635 had just 44,000 miles, while the Welcomes' '84 633CSi had over 350K.
Immediately following the Clean Car Contest, the group left town for a drive on the area's back roads. It proved difficult coordinating so many cars; some needed gas and others weren't sure where to go when they left the park. Eventually they were on their way. What an awesome sight; so many 6 Series lined up together. They drove over remote country roads, past vineyards and farms, across a local reservoir and finally onto a long straight section. Here, the group collectively accelerated to 90-mph speeds. For a few, this still wasn't fast enough. Three M6s passed in a blur and were gone.
After the drive, it was time to freshen up and head over to the barbecue at the winery. The food and wine were excellent, followed by the awards presentation and a raffle, the perfect end to a fun-filled day. It was obvious from all the joking and laughing that these folks were not just car enthusiasts; they were friends who enjoyed each other's company.
Sunday came all too quickly, and with it, time to depart. Some left early with long drives ahead. The rest stayed on for one last run to the coast and a tour of Hearst Castle before saying good-bye. Everyone agreed it had been a great weekend, and all were eagerly looking forward to next year's SharkFest.
Jaguar at Road Atlanta
Most open-wheel racing, including Formula One, seems to be vying for the title of Most Expensive Spec Racing Series. Thus, while languishing in the competition backwaters of F1, Jaguar has found a venue that better showcases the glorious heritage of the leaping cat for its efforts in the U.S.
Historic racing is a burgeoning sport here, with more patined warriors becoming available each year to offer close competition and a whiff of the good old days The cars didn't drive themselves back then, by God. Skill and daring meant as much as mechanical underpinnings when tires were skinny and drivers were fat. Then, Jaguar was a real player, with the C-Type, the Le Mans-winning D-Type and Huffaker lightweight E-Types. As racing progressed, Jaguar was still much in evidence, with the Group 44 XJs and finally, the Silk Cut prototype racers. Now, Jaguar has returned to its roots with a vintage racing team of lightweight E-Types.
The new team, under the aegis of Brian Donovan of Donovan Motorcar Services, was formed to promote Jaguar's Select Edition Certified Pre-Owned vehicle program. It seems that something like 50% of new Jaguars leaving the showroom floor go out on leases. When they come back off lease, 2 or 3 years later, they create an inventory of low-mileage creampuff Jags, and the Select Edition program is a twist on the "Win on Sunday, Sell on Monday" algorithm.
To exploit the Jaguar racing pedigree and get the name out there, Donovan will campaign a team of two lightweight E-Types in 11 selected historic events all over the country. Drivers for the team will be Bob Hebert, who started road-racing in the '60s and has been with Donovan since '91, and Jack Busch, a racer since '91 and SCCA GT-1 class competitor since 1996.
The cars are a former Huffaker Engineering '67 E-Type and a 1961 "hardtop roadster" that was converted to race spec in 1984 and campaigned by Donovan. The cars are immaculately turned out, and each sport in excess of 400 bhp, although Brian Donovan said, "Number 61 is more the sprint racer and the #62 car is detuned slightly for enduros."
The car's debut, on April 25 at Road Atlanta, was in keeping with Jaguar's winning tradition, as Jaguar #62 won its class. Watch for these cars when the historic circus comes to a venue near you. The racing, especially for those of us who are chronologically challenged, is as good as it gets.
We Hear...
* Signs of Americans Buying Diesel Cars
Ricardo's annual diesel report, although concentrating on Europe, shows that a small but significant diesel passenger car market is starting to emerge in North America. This is in addition to the established market for diesel sport utility vehicles and pickups, which are commonly used as passenger vehicles. It is the first time the report has referred to the U.S. market.
"Only a few years ago it would have been unthinkable to be discussing the potential development of diesel car markets in the USA," said Ricardo's director of diesel engineering, Ian Penny. "However, the technology has moved so fast in Europe that there is rapidly growing interest in new diesel applications in America."
Today, the driving force for the diesel market in the U.S. will be the driveability benefits of high-torque diesel engines coupled with 30- to 50% better fuel economy and perhaps, more importantly to American consumers, a third fewer tank refills. For OEMs the benefits will be in meeting the CAFE (corporate average fuel economy) requirements and gaining market share. Governments will also benefit from reduced CO2 emissions and lower fuel imports, both key political issues that are likely to grow in importance.
Ricardo, a world-leading technology provider of research and design services for automotive manufacturers and tier-one suppliers, with technical centers in the UK, USA, Germany and Czech Republic, plans a more extensive report, covering the U.S. market, later in the year.
* Supercharged MINI Roof Gardens
"Roses are red, violets are blue, Chelsea's got roof gardens and MINI has, too!" As the 2003 Chelsea Flower Show opened its doors, this past May, MINI's supercharged roof gardens swept into pole position, one step ahead of the usual VIP guests. And the only question on gardeners' lips, was, "How fast was the lap time?"
MINI's exclusive roof "decals" were taken one step further when two MINI Cooper Ss were given a green-fingered overhaul, including a living maze hedge garden with a mini MINI lost inside, and a swirl of floral colors, complete with a functioning water feature. The MINI roof gardens were designed and created by Luna Stein florists, Fulham.
* Invicta's Minor Setback
The Invicta car company has suffered a setback after the Clerk of the Course at Silverstone gave the prototype a very public crash test.
Colin Prest used the Invicta as the official Course Car at the Vintage Sports Car Club meeting and went off at approximately 100 mph at the fast Bridge Corner. Interestingly for the Clerk of the Course, the man responsible for safety on the track, Prest wasn't wearing a seatbelt.
He cracked a vertebrae in the incident but is expected to make a full recovery. The S1 is expected to be back in action late in May, but the company admitted that it has delayed the press launch of the car. Despite the fact that the car is a prototype, mechanical failure has been ruled out and driver error is looking the most likely cause of the crash.
* Giving Teens the Driver's Edge
Richie Hearn and Sam Schmidt Motorsports are the latest active supporters of the Driver's Edge, a free driver's education program for teens and young adults that is conducted by professional drivers and is committed to saving lives and making the highways safer. Through the assistance of supporters, the Driver's Edge program will reach more than 7,000 young drivers in 2003 during its current 12-city tour.
Driver's Edge was developed to combat the increasing number of automobile accidents and fatalities involving teens and young adults. Unlike traditional driver education courses, Driver's Edge students learn skills in evasive lane changes, anti-lock and panic braking maneuvers and skid control. Students also learn the principles that relate to vehicle dynamics and load transfer.
Upcoming program dates include: Aug. 2, Chicago; Aug. 16, Oklahoma City; Sept. 13, San Francisco; Sept. 20-21, San Bernardino; and Oct. 4, Salt Lake City. For more info, visit www.driversedge.org
* Correction
The feature of Performance Engineered Systems' supercharged Audi A4 in the June 2003 issue neglected to mention that the software tuning for the system was provided by GIAC USA. European car regrets the omission.
Garrett Integrated Automotive Corp.
(949) 724-0014
www.giacusa.com
Performance Engineered Systems
(267) 288-0161
www.pes-tuning.com
Bimmerfest 2003
Heaven For Today's BMW Enthusiast
After last year's very successful Bimmerfest, I predicted this year's event would be even bigger. I was right-Cutter Motors was a zoo. Bimmerfest 2003 provided the perfect excuse to get the car cleaned up, so I drove up in Project M3, caravanning with a fellow Turbo M3er friend of mine.
There was some concern as to whether this year's festivities would be as good or better than last year's, considering it was on the same weekend as the Long Beach Grand Prix, as well as a large BMW CCA-sponsored autocross event in San Diego, Calif. But the reported 1,000-plus pre-registered enthusiasts from 14 different states, with more than 500 cars, made it quite clear that the largest BMW gathering on the West Coast was about to go down. It was also quite evident that a lot more than the 1,000 registrants showed up for an eventful day.
Caravans from all over the state made the trek to the Santa Barbara, including a huge one that had BMWs from Orange, San Diego and L.A. counties meeting up together just a couple of hours before the event.
By 10 a.m., the event was in full swing with BMWs all over the place. If you wanted to leave, tough-your exit was probably blocked 20 BMWs deep. And those that arrived late had to park streetside-and up to half a mile away.
If M3s are your thing, consider this event "M3 overload." Each with its own personality, some of the M3s, ranging from the perfectly stock to the wildly tuned-and I do mean wild-sported turbos, superchargers, nitrous, widebody action and other custom setups. There were prime examples of the "all-show" and "all-go" cars and fantastic combinations of both. Sound systems? Some of these cars had sound systems worth three times the car!
The booming aftermarket scene for E46 cars had a major presence at this year's event, with innovative go-fast parts for the M3s, as well as superchargers for various models such as the 330i. Ever seen a front-mounted intercooler on a four-door E46? No? Well, you would have if you had attended Bimmerfest.
Of course, no show is real show without some prime examples of untouchedBMWs. Bone-stock M cars, old and new, old 2002s (including a turbo), E30 and E36 cars, 5ers, Z3s and Z8s were there to remind us of just how clever those Munich geniuses were when they thought these machines up.
Some of the vendors at this year's event included RD Sport, Wheel Power, evosport, Supreme Power Parts, UUC Motorwerks, RENNsport, CEC, Teckademics, Um Nitza and 247-Parts.com. At the end of the day, products supplied by these vendors were raffled off to lucky individuals, including a set of wheels, pulleys and software tuning, among others.
A Honda Civic Type R (6.4 sec.) has the edge against the clock, but its engine lacks the Peugeot's flexibility. From the first twist of the key, it's clear that the 180-bhp motor has a very different character to the standard GTi's lukewarm grunter. A deep base rumble at tickover gives place to a pleasing crescendo as the revs rise. The throttle response is also worthy of praise. It's not quite as sharp as that of the 306 GTi-6-blame the emissions regs for that-but it's a match for the Honda's.
But the Civic does have a significantly better gearchange. The Peugeot's, while more sure-slotted than that of the standard GTi, is still too sloppy for our liking. It's also excessively low geared to the point where engine drone becomes a tiresome problem at cruising speeds. Time and again I'd find myself groping the gearlever in a desperate bid to find a sixth ratio. The major controls-especially the brake and throttle pedal-are also sloppily prepared and lack the harmony of purpose that characterizes a good fast Ford.
To cope with the extra power, Peugeot's engineers have retuned the suspension. The front springs are now stiffer, and a pair of tie rods has been added at the rear in an effort to improve the axle stability. The introduction of the larger tires and engine-speed-related power steering complete the dynamic makeover.
There's no question that the 180 is a more convincing proposition than the standard GTi. Body control is improved, grip is plentiful and it can be hustled along at high speed in complete security. But it still fails to excite the enthusiast. The turn-in lacks the crisp certainty of the 306 GTi-6, while the steering fails to communicate the minutiae of grip and road surface. The intimate adjustability that was Peugeot's hallmark for a generation has also been lost. This car is simply less fun that its predecessors and a disappointingly anodyne driving experience.
Peugeot's marketing boffins will claim that I've missed the point. They'll argue that the company has moved on since the 306 and that it now caters to a different audience. They'll point to the fact that at 14,995 ($24,027), the GTi 180 represents good value, especially as automatic air conditioning, leather and Alcantara seats, and CD autochanger come as standard. But I'll continue to disagree. Refinement need not be the enemy of driving fun.
2003 Pacific Sharkfest
Meeting Of The Sixes
If you like the BMW 6 Series, historic Paso Robles in central California was the place to be this past April. Owners of these big coupes gathered for the Second Annual Pacific SharkFest, an informal event for just E-24-bodied automobiles (the 628, 630, 633, 635CSi, M6, L6 and Euro versions). The model gets its nickname from its pronounced shark-like nose and grille. This year's meet drew 68 cars, making it the largest assemblage of its type in the world.
A high-end two-door luxury sports coupe, half Porsche, half Mercedes and dubbed the "Bavarian Ferrari," the 6 Series was built from 1976 to early 1989. During that time a little over 85,000 units were produced, about half coming to the U.S. It is considered by many to be the most aesthetically pleasing BMW of all time, old enough to be a classic, young enough for many still to be daily drivers.
Started last year by organizer Paul DiMauro, the inaugural Sharkfest attracted 39 cars from California and Arizona. This year, participants came from as far away as New Mexico, Colorado and Utah, braving rain, sleet and snow to make the pilgrimage and take the rare opportunity for these usually solitary owners to come together, share stories and tips, and laugh and commiserate over the cars they love. As one owner said, "Seeing a 6 Series on the road is an unusual sight, even for us owners. Seeing so many here, I'm at a loss for words. It's very special!" These were not your usual BMW owners, either. They were passionate enthusiasts, many doing their own mechanical work, most very knowledgeable about the car.
By late Friday afternoon, 6 Series filled the parking lot at the Paso Robles Inn, where most of the attendees stayed. People gazed into engine compartments and admired the various models as though they had never seen one before. All were different. Most had upgraded wheels with fat, aggressive tires; some were European models with their smaller, more pleasing bumpers; others had distinctive pinstiping, different spoilers, airdams or badging; and many had personalized license plates: ONE BADM, 6 ADDICT, M6 SHARK, M-GIRL, QUIK L6, TWIN 635, just to name a few. Besides these noticeable differences, many had performance chips installed, suspension, brake and/or engine upgrades and other subtleties that made each unique.
Planned activities for the weekend included a Clean Car Contest, a 125-mile run on back roads, dinner and an awards ceremony at the Eberle Winery, and a drive over to the coast to tour Hearst Castle. Free time, what little there was, could be spent wine tasting, making new friends and "talking sixes" in the hotel bar, or exploring the many shops, restaurants and watering holes within walking distance of the inn.
Saturday was a full day. The Show & Shine began early. Entrants were given a registration packet and had a photo taken with their cars. More than a dozen M6 and M635 versions, with their more powerful engines and factory performance upgrades, and scores of 633 and 635 cars lined the lawn of the town square. Some rarer versions were there as well. Michael Graf brought his 633 CSi convertible, having spent the previous two weeks with a heat lamp to get the top up. (It had been down for so long, it had shrunk!) Convertibles were an aftermarket option offered through some dealers, as BMW never made any 6 Series with a drop top.
Another unusual example to be seen was the 645 Turbo, with the engine from a mid-'80s 745i. (This was strictly an owner-initiated modification.) From Utah was John Calvin's intriguing and controversial, heavily Alpina-accessorized 1978 Euro. Opinions varied as to its authenticity, but everyone agreed it was beautiful. It was the oldest car there and went on to win best in its class.
The contest was grouped by vintage: 1976-82, 1983-86 and 1987-89, as most noticeable visual and mechanical changes took place in these time periods. Mileage was factored into the scoring: the more miles, the more points, the theory being condition was relative to wear. Mileage varied considerably among the cars. Barry Gambini's '85 M635 had just 44,000 miles, while the Welcomes' '84 633CSi had over 350K.
Immediately following the Clean Car Contest, the group left town for a drive on the area's back roads. It proved difficult coordinating so many cars; some needed gas and others weren't sure where to go when they left the park. Eventually they were on their way. What an awesome sight; so many 6 Series lined up together. They drove over remote country roads, past vineyards and farms, across a local reservoir and finally onto a long straight section. Here, the group collectively accelerated to 90-mph speeds. For a few, this still wasn't fast enough. Three M6s passed in a blur and were gone.
After the drive, it was time to freshen up and head over to the barbecue at the winery. The food and wine were excellent, followed by the awards presentation and a raffle, the perfect end to a fun-filled day. It was obvious from all the joking and laughing that these folks were not just car enthusiasts; they were friends who enjoyed each other's company.
Sunday came all too quickly, and with it, time to depart. Some left early with long drives ahead. The rest stayed on for one last run to the coast and a tour of Hearst Castle before saying good-bye. Everyone agreed it had been a great weekend, and all were eagerly looking forward to next year's SharkFest.
Jaguar at Road Atlanta
Most open-wheel racing, including Formula One, seems to be vying for the title of Most Expensive Spec Racing Series. Thus, while languishing in the competition backwaters of F1, Jaguar has found a venue that better showcases the glorious heritage of the leaping cat for its efforts in the U.S.
Historic racing is a burgeoning sport here, with more patined warriors becoming available each year to offer close competition and a whiff of the good old days The cars didn't drive themselves back then, by God. Skill and daring meant as much as mechanical underpinnings when tires were skinny and drivers were fat. Then, Jaguar was a real player, with the C-Type, the Le Mans-winning D-Type and Huffaker lightweight E-Types. As racing progressed, Jaguar was still much in evidence, with the Group 44 XJs and finally, the Silk Cut prototype racers. Now, Jaguar has returned to its roots with a vintage racing team of lightweight E-Types.
The new team, under the aegis of Brian Donovan of Donovan Motorcar Services, was formed to promote Jaguar's Select Edition Certified Pre-Owned vehicle program. It seems that something like 50% of new Jaguars leaving the showroom floor go out on leases. When they come back off lease, 2 or 3 years later, they create an inventory of low-mileage creampuff Jags, and the Select Edition program is a twist on the "Win on Sunday, Sell on Monday" algorithm.
To exploit the Jaguar racing pedigree and get the name out there, Donovan will campaign a team of two lightweight E-Types in 11 selected historic events all over the country. Drivers for the team will be Bob Hebert, who started road-racing in the '60s and has been with Donovan since '91, and Jack Busch, a racer since '91 and SCCA GT-1 class competitor since 1996.
The cars are a former Huffaker Engineering '67 E-Type and a 1961 "hardtop roadster" that was converted to race spec in 1984 and campaigned by Donovan. The cars are immaculately turned out, and each sport in excess of 400 bhp, although Brian Donovan said, "Number 61 is more the sprint racer and the #62 car is detuned slightly for enduros."
The car's debut, on April 25 at Road Atlanta, was in keeping with Jaguar's winning tradition, as Jaguar #62 won its class. Watch for these cars when the historic circus comes to a venue near you. The racing, especially for those of us who are chronologically challenged, is as good as it gets.
We Hear...
* Signs of Americans Buying Diesel Cars
Ricardo's annual diesel report, although concentrating on Europe, shows that a small but significant diesel passenger car market is starting to emerge in North America. This is in addition to the established market for diesel sport utility vehicles and pickups, which are commonly used as passenger vehicles. It is the first time the report has referred to the U.S. market.
"Only a few years ago it would have been unthinkable to be discussing the potential development of diesel car markets in the USA," said Ricardo's director of diesel engineering, Ian Penny. "However, the technology has moved so fast in Europe that there is rapidly growing interest in new diesel applications in America."
Today, the driving force for the diesel market in the U.S. will be the driveability benefits of high-torque diesel engines coupled with 30- to 50% better fuel economy and perhaps, more importantly to American consumers, a third fewer tank refills. For OEMs the benefits will be in meeting the CAFE (corporate average fuel economy) requirements and gaining market share. Governments will also benefit from reduced CO2 emissions and lower fuel imports, both key political issues that are likely to grow in importance.
Ricardo, a world-leading technology provider of research and design services for automotive manufacturers and tier-one suppliers, with technical centers in the UK, USA, Germany and Czech Republic, plans a more extensive report, covering the U.S. market, later in the year.
* Supercharged MINI Roof Gardens
"Roses are red, violets are blue, Chelsea's got roof gardens and MINI has, too!" As the 2003 Chelsea Flower Show opened its doors, this past May, MINI's supercharged roof gardens swept into pole position, one step ahead of the usual VIP guests. And the only question on gardeners' lips, was, "How fast was the lap time?"
MINI's exclusive roof "decals" were taken one step further when two MINI Cooper Ss were given a green-fingered overhaul, including a living maze hedge garden with a mini MINI lost inside, and a swirl of floral colors, complete with a functioning water feature. The MINI roof gardens were designed and created by Luna Stein florists, Fulham.
* Invicta's Minor Setback
The Invicta car company has suffered a setback after the Clerk of the Course at Silverstone gave the prototype a very public crash test.
Colin Prest used the Invicta as the official Course Car at the Vintage Sports Car Club meeting and went off at approximately 100 mph at the fast Bridge Corner. Interestingly for the Clerk of the Course, the man responsible for safety on the track, Prest wasn't wearing a seatbelt.
He cracked a vertebrae in the incident but is expected to make a full recovery. The S1 is expected to be back in action late in May, but the company admitted that it has delayed the press launch of the car. Despite the fact that the car is a prototype, mechanical failure has been ruled out and driver error is looking the most likely cause of the crash.
* Giving Teens the Driver's Edge
Richie Hearn and Sam Schmidt Motorsports are the latest active supporters of the Driver's Edge, a free driver's education program for teens and young adults that is conducted by professional drivers and is committed to saving lives and making the highways safer. Through the assistance of supporters, the Driver's Edge program will reach more than 7,000 young drivers in 2003 during its current 12-city tour.
Driver's Edge was developed to combat the increasing number of automobile accidents and fatalities involving teens and young adults. Unlike traditional driver education courses, Driver's Edge students learn skills in evasive lane changes, anti-lock and panic braking maneuvers and skid control. Students also learn the principles that relate to vehicle dynamics and load transfer.
Upcoming program dates include: Aug. 2, Chicago; Aug. 16, Oklahoma City; Sept. 13, San Francisco; Sept. 20-21, San Bernardino; and Oct. 4, Salt Lake City. For more info, visit www.driversedge.org
* Correction
The feature of Performance Engineered Systems' supercharged Audi A4 in the June 2003 issue neglected to mention that the software tuning for the system was provided by GIAC USA. European car regrets the omission.
Garrett Integrated Automotive Corp.
(949) 724-0014
www.giacusa.com
Performance Engineered Systems
(267) 288-0161
www.pes-tuning.com
Bimmerfest 2003
Heaven For Today's BMW Enthusiast
After last year's very successful Bimmerfest, I predicted this year's event would be even bigger. I was right-Cutter Motors was a zoo. Bimmerfest 2003 provided the perfect excuse to get the car cleaned up, so I drove up in Project M3, caravanning with a fellow Turbo M3er friend of mine.
There was some concern as to whether this year's festivities would be as good or better than last year's, considering it was on the same weekend as the Long Beach Grand Prix, as well as a large BMW CCA-sponsored autocross event in San Diego, Calif. But the reported 1,000-plus pre-registered enthusiasts from 14 different states, with more than 500 cars, made it quite clear that the largest BMW gathering on the West Coast was about to go down. It was also quite evident that a lot more than the 1,000 registrants showed up for an eventful day.
Caravans from all over the state made the trek to the Santa Barbara, including a huge one that had BMWs from Orange, San Diego and L.A. counties meeting up together just a couple of hours before the event.
By 10 a.m., the event was in full swing with BMWs all over the place. If you wanted to leave, tough-your exit was probably blocked 20 BMWs deep. And those that arrived late had to park streetside-and up to half a mile away.
If M3s are your thing, consider this event "M3 overload." Each with its own personality, some of the M3s, ranging from the perfectly stock to the wildly tuned-and I do mean wild-sported turbos, superchargers, nitrous, widebody action and other custom setups. There were prime examples of the "all-show" and "all-go" cars and fantastic combinations of both. Sound systems? Some of these cars had sound systems worth three times the car!
The booming aftermarket scene for E46 cars had a major presence at this year's event, with innovative go-fast parts for the M3s, as well as superchargers for various models such as the 330i. Ever seen a front-mounted intercooler on a four-door E46? No? Well, you would have if you had attended Bimmerfest.
Of course, no show is real show without some prime examples of untouchedBMWs. Bone-stock M cars, old and new, old 2002s (including a turbo), E30 and E36 cars, 5ers, Z3s and Z8s were there to remind us of just how clever those Munich geniuses were when they thought these machines up.
Some of the vendors at this year's event included RD Sport, Wheel Power, evosport, Supreme Power Parts, UUC Motorwerks, RENNsport, CEC, Teckademics, Um Nitza and 247-Parts.com. At the end of the day, products supplied by these vendors were raffled off to lucky individuals, including a set of wheels, pulleys and software tuning, among others.
As with every
year-aside from free food and drinks-the highlight of the event was, for
me, meeting other BMW enthusiasts. When your family and friends don't
understand your passion for these cars and think of you as someone whose
cheese has slid off the cracker, this is the perfect retreat to meet
other BMW car geeks.
At the end of the day, the annual drive up the mountains gave several hundred participants a chance to carve the twisty roads above Santa Barbara. And for some of us Southern and Northern Californians, we had a nice afternoon drive home up or down the twisty Pacific Coast Highway to look forward to afterwards. It was a perfect day for me and my BMW-count me in for next year.
At the end of the day, the annual drive up the mountains gave several hundred participants a chance to carve the twisty roads above Santa Barbara. And for some of us Southern and Northern Californians, we had a nice afternoon drive home up or down the twisty Pacific Coast Highway to look forward to afterwards. It was a perfect day for me and my BMW-count me in for next year.
![[Video] Lamborghini Gallardo Turned Into Rally Car](https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipZ5cTytXMPdzJdvJ1sJaONbNUAC2mP_yjU32joTXyQQr7H9h9w9j1rOKOoUcRTfsgspBFHi2P2FK_Kou88c5BnAtKqDoYIwB3J1FODu5FTYa0uvj7NXcuggxQY8heDRSI8Qy69Ts_eC3j/s400/lamborghini-gallardo-turned-into-rally-car-video-56392-7.jpg "[Video] Lamborghini Gallardo Turned Into Rally Car")
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