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1-800-33-Honda *Carrying too much cargo or improperly storing it can affect the handling, stability and operation of this

vehicle. Before carrying any


cargo, be sure to consult the owners manual for load limits and loading guidelines. 4WD EX-L model shown. 2009 American Honda Motor Co., Inc.
www.storemags.com & www.fantamag.com
crosstour.honda.com
Introducing the all-new Accord Crosstour from
Honda. Designed to be practical without looking
like it was designed to be practical. The Crosstours
sleek, contoured body cloaks a cargo-savvy,
*
tech-
enabled interior. Its versatility, modernized. Style
that screams, space that whispers.
www.storemags.com & www.fantamag.com
CADILLAC.COM/2010SRX
THE ALL-NEW 2010
SRX
THE CADILLAC OF CROSSOVERS
Adjectives are well and good, but for those who know, the numbers speak for themselves. Choose the
265 hp 3.0L V6 with direct injection and variable valve timing, or opt for the 2.8L V6 Turbo that produces
300 hp and 295 lb-ft of torque,* both with a six-speed automatic transmission. And whatever your engine
choice, there is a sophisticated chassis underneath to make the most of the powertrain. Plus, available
ZF SACHS Continuous Damping Control suspension technology reads the road every 2 milliseconds for
improved driving dynamics. Finally, when the weather turns bad, one of the most advanced All-Wheel
Drive systems available manages torque to each wheel, and is augmented by a rear electronic limited slip
differential, which provides enhanced control. Introducing the new standard for luxury crossovers.
The all-new 2010 Cadillac SRX. Starting at $34,155.

As shown $49,640.

www.storemags.com & www.fantamag.com


FIRST DRIVES
28
MERCEDES-BENZ SLS AMG
Like the original Gullwing, the SLS mixes in some
GT with its sports car heartBy Matt DeLorenzo
30
PORSCHE 911 TURBO
Stuttgarts agship now has direct injection and
PDK with actual paddlesBy Mike Monticello
32
BMW X6 HYBRID
Lots of high technology in herebut this X6 still
doesnt get especially good mpgBy Calvin Kim
COLUMNS
9
THE ROAD AHEADBy Matt DeLorenzo
RESEARCH AS A WAY OF LIFE: At Honda
Motor Company, thats just the way it is
12
AMPERSANDEdited by Mike Monticello
THE VIPER LIVES: And a 2010 ACR sets
a new track record at Laguna Seca
24
SIDE GLANCESBy Peter Egan
SIGNS THAT YOU MIGHT BE A CAR GUY: With
full apologies to comedian Jef Foxworthy
78
TECH TIDBITSBy Dennis Simanaitis
MINIVANS SMELL OF DIAPERS: Bears at our
national parks have discerning noses (and eyes!)
80
TRACKSIDE
TROFEO ABARTH 500: A Silverstone sampling of
this one-make series featuring the tiny Fiat 500
89
THE PODIUMBy Chip Ganassi
ITS ALL ABOUT RACING: From slot cars to
NASCAR, Chip proves hes an owner extraordinaire
94
SPEED ZONEBy Douglas Kott
WEARABLES FOR THE WELL-DRESSED CAR GUY:
Driving shoes, Serengetis, belt buckles, all you need
96
COUNTERSTEERBy Sam Mitani
THE AFTERMARKET AND THE ECONOMY:
A lively SEMA show fuels our optimism
Fitted with a screaming
570-bhp V-8, the agile new
458 Italia throws down
the supercar gauntlet.
Our Driving Impressions
and Technical Analysis
gleaned at the Fiorano track
and on the twisty roads
near Maranellobegin
on
p. 34
C O N T E N T S
ROAD TESTS
42
FERRARI CALIFORNIA
We travel to Italy to test this new Ferrari named
afer the Golden StateBy Jonathan Elfalan
92
ROAD TEST UPDATE

BMW X6 M

MAZDASPEED3

AUDI R8 FSI 5.2 V10 QUATTRO

CHEVROLET CORVETTE GRAND SPORT


This months updates: Proof that diversity is the
name of the game in 2010By the R&T Staf
FEATURES
34
FERRARI 458 ITALIA
Do you think Ferrari would put the Italia name on
just any old car? Think againBy Andrew Bornhop
48
AUDI R8 ODYSSEY, PART I
A long-term test of the trans-America variety, with
visits to membership racetracks!By the R&T Staf
64
MAXIMUM VELOCITY
Euro tuners take to the circle-shaped Nardo test track
in Italy for a top-speed contestBy Mike Monticello
70
LONG-TERM TEST
In which we welcome the Hyundai Genesis and update
you on the Jetta TDI and 370ZBy Jonathan Elfalan
COMPETITION
82
DAYTONA AND BEYOND
The 2010 Grand-Am season will be hard-fought.
Especially in the Rolex seriesBy Pete Lyons
86
BLAME MONTOYA
Why are F1 drivers Trulli and Salo testing NASCAR
stockers? Just Juan reasonBy John Lamm
TECHNICAL
68
BMW TECH TALK
The engineers in Munich are hard at work on a
variety of fascinating issuesBy Jonathan Elfalan
DEPARTMENTS
4 FOCAL POINT
10 REVVED-UP
22 YOUR TURN
98 TECH CORRESPONDENCE
100 ROAD TEST SUMMARY
102 THE FINISH LINE
1 1 1 PS
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COVER STORY:
Ferrari
458
Italia
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4
GRANDE VITESSE
Unlike Toyota and BMW, which have pulled
out, the Renault F1 team will soldier on in
2010, putting the past season behind them
and starting fresh with Robert Kubica, the
Polish driver with the speed to rival the likes
of Sebastian Vettel. In this dynamic shot,
Bernard Asset gives us a unique perspective
on the controlled fury that is modern F1.
PHOTO BY BERNARD ASSET
Nikon D700 1 sec. at f/16.0.
ISO 200. Nikkor 18-35mm lens
Purchase this print (and other Focal Point
images) at the Road & Track Photo Store
www.roadandtrack.com/focalpoint.
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www.roadandtrack.com F E B R U A RY 2 0 1 0 5
www.storemags.com & www.fantamag.com
6 R OA D & T R A C K www.roadandtrack.com
O N L I N E
F E B R U A R Y 2 0 1 0
Pass it on to a friend...
or keep it for your collection!
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Lee Relaxed Fit jeans are the best- tting, most comfortable, reasonably priced jeans guaranteed.
Available at Kohls

and Kohls.com/lee
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1
Available as part of Track model. See dealer regarding
availability. 3.8 Grand Touring model shown. Hyundai
is a registered trademark of Hyundai Motor America.
All rights reserved. 2009 Hyundai Motor America.
Think About It
FIND OUT IF POWER REALLY CORRUPTS.
The sordid lure of kinetic gratification. Coupled with the 2010 Genesis Coupe, it can only
mean trouble. Press the starter button and youll hear the darkened rumble of a 306-horsepower
3.8-liter V6 engine that catapults you into the land of shady business. Round a corner
and thats where the naughty rear-wheel-drive layout and Torsen limited-slip differential
1
come into play. Will it corrupt? Maybe. But its certain to spoil. And resistance is futile.
> RACE ONE AT HyundaiGenesis.com
Introducing the Genesis Coupe.
www.storemags.com & www.fantamag.com
9
BY MATT DELORENZO
EDI TOR-I N-CHI EF
Research as a Way of Life
While Honda is best known for its cars and motorcy-
cles, the company has a long-standing fascination with gadgets.
Maybe its the inuence of its power products divisionafter
all, who but Honda would show a butane-powered roto-tiller at a
major auto show?
The tinkerer spirit of founder Soichiro Honda, who
xed engines and motorized bicycles, lives on at the
companys research and development center just out-
side Tokyo. This is the place where AsimoHondas
robotwas born. And its also the place where the
idea of creating the HondaJet was hatched. Thats
quite a wide spectrum of technology. Rather than
busying itself with pure science-type research, Honda
has a practical bent to its efforts, most of which re-
volves around mobility.
I had an opportunity to visit Honda R&D and
came away impressed with the spirit and ingenuity
of the place. Although no market has yet developed
for household robots beyond Roomba vacuums and
small dogs, Hondas work on Asimo is beginning to
yield some interesting ideas with practical applica-
tions. Two of them employ technology that enables
Asimo to walk and run, and to assist rehab patients
and assembly line workers in their daily lives. The
rst uses a small, battery-operated device that straps
to a persons thighs and regulates gait and stride.
In tests, it has been shown to train and improve the
mobility of patients, especially the elderly who have
difculty walking. Strapping on the device, I found it
did lengthen my stride and made it easier to walk up
inclines and steps.
Looking more like a spare set of legs, Hondas other device,
which has a saddle and a pair of shoes to slip into, is meant to
help workers lift and carry objects and provide support when
crouching down on the assembly line. Where the stride assist felt
more natural, this device felt a bit awkward and not as seamless
in its assist. However, in an industrial setting, its likely to ease
the burden of repetitive tasks.
Hondas R&D crew also has come up with a personal mobility
device called the U3-X, sort of a motorized unicycle. Folded up,
it looks almost like a boom box. Pull a handle and footpegs drop
down from the lower circle, while two round seat pads deploy
from the top. The U3-X has an unusual twin-hub wheel with
integrated rollers allowing movement in all directions and unlike
the Segway, which has a gyro to maintain balance, this device
uses an inclinometer to keep the wheel under the riders center
of balance.
Subtle body movements translate to forward, back-
ward, sideways and diagonal movement; however, you
must use your toe to pivot or turn the vehicle. While
its interesting to ride, sudden movements (as a few of
my colleagues discovered) will pitch you off. Mostly
a novelty, the U3-Xs real application genius is its
unique wheel arrangement that may nd use on other,
more conventional vehicles.
The lesson here is that research is far from a side-
show at Honda, but rather a core competency. In
short, technology rules. Even Hondas top designer,
Nobuki Ebisawa, believes that the future direction of
Honda design is less about art than technology. We
need to come up with new designs where the tech-
nologies employed are obvious when you look at the
vehicle from the outside.
This hunger for new technologies comes from the
top. Hondas president and CEO, Takanobu Ito, ex-
plains that We have always dedicated ourselves to
dreaming up ideas to make life more convenient and
enjoyable. We continue taking the challenges to turn
such dreams into products with our own technologies.
Enthusiasts may mourn the companys decision
last year to exit Formula 1 and to kill the NSX super
sports car. Ito said it was a difcult decision to make, but one
that was necessary due to the current economic climate. As one
of the fathers of the original NSX, Ito was particularly pained by
the turn of events, but he believes that Honda will again build
a 2-seat supercar, not one powered by a V-10 engine, but rather
one employing the FCX fuel-cell technology.
Soichiro Honda would be proud.
The lesson here is that
research is far from
a sideshow at Honda,
but rather a core competency.
U3-X.
Asimo.
Walking
assist.
Bodyweight
support
assist.
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10 R OA D & T R A C K www.roadandtrack.com
roadandtrack.com/rev
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INTHE FAST LANE
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For notable quotables, video links
and general automotive shenanigans,
go to:
Be Like Travis
Heres a great time-waster at work
(not that we played it between
9 and 5).
S
h
a
k
e
n

not stirred
F1 Champ Michael Schumacher takes a
bartender on a fast lap while the mixolo-
gist tries to do his thing. Exit question:
Who picks up the dry-cleaning bill?
www.storemags.com & www.fantamag.com
The fuel you choose has an effect on engine performance. If you want to feel the thrill that only a high-
performance engine can give, you need to protect it with Nitrogen Enriched Shell V-Power premium gasoline.
It does more than clean. It actually forms a protective shield around critical engine parts, preventing gunk from
coming back. So every time you turn the key, you feel the rewards. With continued use, Nitrogen Enriched Shell
V-Power promises optimum performance and maximum protection. Get the most out of every drop.

Engine gunk!
Lower Quality
Gasoline
Engine valves after
only 5,000 miles!
Nitrogen Enriched Shell V-Power

shields
critical engine parts from harmful gunk.
www.storemags.com & www.fantamag.com
Edited by Mike Monticello
12 R OA D & T R A C K
CARMEL VALLEY, CALIFORNIAThe Tuesday before Thanksgiving, a
2010 Dodge Viper ACR reset the production-car track record at Mazda
Raceway Laguna Seca with a 1:33.915 lap. A small group of journal-
ists were on hand to witness the Viper team easily crush the time of
1:35.075 set by the Devon GTX a few months earlier. Although the
Devon is Viper-powered, the Dodge folks were clearly irked that their
2008 record of 1:35.117 (set by race driver Randy Pobst in a 2008
Viper ACR) had been beaten. SRT vehicle dynamics engineer Chris
Winkler needed only four laps with the 2010 ACR to slice more than
1 second of the Devons time. As a tribute to the record time of 1:33,
33 Vipers will be painted in the same red and black scheme as the car
Winkler drove.
Winkler couldve run more laps and lowered the record even more,
but as the ACR he was driving was headed for the Los Angeles Auto
Show, it was thought prudent to leave
something in reserve. Plus, the Viper
folks had testing to do on the new Vi-
per ACRX spec racer. For track rats and
race junkies who are considering buy-
ing a Porsche Cup car, the Viper ACRX
could be a cheaper (and faster) alternative. Think of it as a Viper Com-
petition Coupe, but without that cars expensive carbon-ber bits.
The 2010 car represents the nal year of production for the cur-
rent-generation Viper, of which roughly 500 will be built. All models
receive a lower 5th gear for improved acceleration as well as a short-
throw shif lever, while the ACR gets a revised rear wing with new
end plates for improved downforce. Its suspected that these changes
would result in an even quicker time around the Nrburgringthey
surely didnt hinder it around Laguna!
There are no denitive plans regarding a future Viper. Recently ap-
pointed Dodge CEO Ralph Gilles (himself a Viper owner) surely would
miss the car if it were never to return. Gilles says that if the Viper does
make a comeback, it will be more rened yet even faster, without sacri-
cing its purity. A new engine wouldnt be needed, as the VipersV-10,
with its variable cam timing, should
be emissions compliant into the 2013
model year. Dont expect the next Viper
to play second fiddle to anything, as
that would be against everything the
Viper stands for today.Shaun Bailey
STAY OF E X E C UT I ON:
THE DODGE VIPER
LIVES ON!
...at least for 2010
PHOTO BY SHAUN BAILEY
Dodge Viper ACRX spec racer.
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www.roadandtrack.com F E B R U A RY 2 0 1 0 13
When Honda announced
the car that was to suc-
ceed the Acura NSX would
be canceled, we let out an
agonizing yelp. R&T had
tracked the development
of the car from Day 1, even
putting a concept version
on our March 2007 cover.
Now we get word that the
car is not yet dead. The
company plans to intro-
duce a racing version of the
front-engine V-10-powered
sports car to the Japanese
Super GT Series next year.
Apparently the engineers
at Honda were building the
race version of the NSX
successor in conjunction
with the development of
the production model, so
rather than totally writ-
ing of both projects, new
Honda president and CEO,
Takanobu Ito, gave the
okay to keep the race-car
project going.
Unlike the production
version, the race NSX suc-
cessor will be equipped
with a 3.4-liter V-8, not
a 5.0-liter V-10, adhering
to Super GT rules. Whats
also a sticking point is
homologation. Rules of
the Super GT Series are
based on those of the FIA
and Le Mans, so a certain
number of cars must be
sold as production models.
But there seems to be a
loophole in the regulations
that allows the NSX suc-
cessor to compete. Its the
same loophole that allowed
the previous NSX and
Toyota Supra to race last
year, despite the fact that
the production run for both
cars ended long ago.
Lets hope the involve-
ment of Hondas NSX
successor in the Super GT
Series leads to a produc-
tion version.Sam Mitani
Nissan
GT-R Spec M
When Nissan introduced the Spec M version
of the Japan-market Skyline GT-R (R34), it was
an instant hit. The reason behind its popularity
was that it blended the performance of the Spec
V with comfort and civility absent in the other
models. Now comes word from Japan that there
will be a Spec M version of the current GT-R.
While details are still sketchy, we have been
informed that the future Spec M will be priced
above the Spec V, a model thats not sold in the
States. We have heard reports that it could be as
much as 18,000,000 yen, or about $200,000.
Included in this price is a custom paint job (the
buyer chooses the color and paint scheme) and
a subtle body kit. Theres also the possibility
that power will be increased to more than 500
bhp, perhaps giving the Lexus LFA a run for its
money around the Nrburgring. Were anticipat-
ing the car to make an ofcial appearance any
day now, and were keeping our ngers crossed
that it will make its way stateside.SM
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www.storemags.com & www.fantamag.com
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 15
Porsche says the 2011
Boxster Spyder is the light-
est car currently ofered
by the Stuttgart-based
company. At 2811 lb., the
Boxster Spyder weighs 176
lb. less than the Boxster
S, due partly to aluminum
door skins and interior door
panels from the GT3 RS.
The Boxster Spyder also
has 10 more bhp than the
Boxster S, its direct-injected
3.4-liter at-6 now produc-
ing 320 bhp. Fitted with
Porsches quick-shifing
twin-clutch PDK transmis-
sion, the Boxster Spyder
can reach 60 mph in 4.6
sec.a typically conserva-
tive Porsche claim, as we
achieved 4.1 sec. in a 2009
Boxster S. The Boxster
Spyder has a top-down top
speed of 166 mph.
Other Spyder changes
include shorter side win-
dows, special wheels and
two bulges on the rear
decklid that are reminiscent
of the Carrera GTs. The
mid-engine Boxster Spyder
comes standard with a lim-
ited-slip diferential and a
sport suspension, the latter
lowering the ride height by
0.8 in. Unlike the limited-
edition Boxster Spyders
from 2004 and 2008, the
2011 version will be a regu-
lar production modelon
sale in February at a price
of $61,200.
Mike Monticello
Ofcially unveiled at the Los Angeles Auto Show, the production version of Cadillacs
2011 CTS Coupe is relatively unchanged from the concept seen at last years Detroit show.
Riding on the same wheelbase as the CTS sedan, the Coupe is 2 in. shorter and has a
2-in. lower rooine. This wedgy 2+2 comes with a 3.6-liter 304-bhp direct-injected V-6
and a 6-speed manual transmission. A revised clutch and dual-mass ywheel are said
to improve pedal feel and engine isolation; a 6-speed automatic with paddle shifers is
optional. Cadillac says the CTS Coupe will return an estimated 27 mpg on the highway,
running on regular-grade gasoline.
The rear-drive CTS Coupe is tted with a limited-slip diferential standard; the Coupe is
also available with all-wheel drive. Helping separate the CTS Coupe from the sedan is the
availability of Recaro seats from the CTS-V. Speaking of which, there will be a V version
of the coupe with a 556-bhp supercharged V-8, most likely unveiled at the Detroit show.
CTS Coupe pricing should start around $50,000.SB
Cadillac
CTS Coupe
Subaru Impreza
WRX STI Special Edition
Subaru usually saves the best STI models for Japan.
Thats changing. At the L.A. show, Subaru unveiled the
Impreza WRX STI Special Edition based on the Japan-
market spec C. Subaru says the STI Special Edition is
aimed at the driving enthusiast who is willing to trade a
few amenities to gain an extra measure of handling per-
formance. That extra performance will come via a 1-mm
thicker rear anti-roll bar and stifer rear subframe bush-
ings, along with 16-percent stifer front springs and 29-
percent stifer rears. It also features the charcoal-colored
18-in. 14-spoke alloy wheels from the spec C.
The STI Special Edition buyer will have to make do with
halogen headlights (instead of HIDs), a lower-grade stereo
system and manual air conditioning. Everything else re-
mains the same as the regular STI, including its 305-bhp
turbocharged at-4 and Brembo brakes.
The rst 125 Special Editions will go on sale in the
U.S. in early spring, available only in Aspen White. Later
in 2010, the Special Edition will be available in greater
numbers and standard colors.MM
www.storemags.com & www.fantamag.com
www.storemags.com & www.fantamag.com
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As expected, the 2011
BMW 5 Series features
toned-down styling. Based
on the platform that un-
derpins the 7 Series and
new 5 Series Gran Turismo,
this new 6th-generation 5
has a wheelbase that has
grown by 3.2 in. (now up
to 116.9 in.). Overall length
has increased by 2 in. and
width by 0.5 in.; height has
decreased by 0.2 in.
The range-topping 550i
will shelve the 4.8-liter
normally aspirated V-8
in favor of a twin-turbo-
charged 4.4-liter V-8
packing 400 bhp and 450
lb.-f. of torque, enabling
the 550i to hit 60 mph in
an estimated 5.0 sec.
The 535i will feature a
new turbocharged 3.0-liter
inline-6 with 300 bhp and
300 lb.-f. of torque; wait,
arent those the gures of
the current 535i, you ask?
Yes, but the new engine
uses a single (larger), twin-
scroll turbocharger in place
of the twin-turbo setup. It
also incorporates the direct
injection and Valvetronic
variable valvetrain, a rst for
BMW with a turbo engine;
a 58 percent improvement
in EPA fuel-economy gures
is expected.
A 240-bhp 528i arrives
afer the initial launch this
spring. All models will be
available with a 6-speed
manual transmission or a
new 8-speed automatic.
Under the billing of Ef-
cientDynamics, the doors,
hood, front fenders and new
multilink front suspension
are made of aluminum to
save weight. The 5 Series
will also come standard with
electric-assist power steer-
ing and Brake Energy Re-
generation, the latter which
charges the battery under
deceleration and braking.
BMW assures us pricing
will remain comparable
to that of the current 5
Series, which starts at
$45,800.MM
2011 BMW
5 SERIES
Luxury sedan buyers
with a green conscience
can go someway to salving
it with the BMW Active-
Hybrid 7, said to be some
15 percent more efcient
than the current 750Li.
That would mean an EPA
rating of just over 16/24
mpg, with a similar reduc-
tion in emissions. How-
ever, its estimated price
of $105,000 represents a
considerable hike over the
standard cars. But you
get a car that is both more
powerful and accelerates
better than the 750Li. The
4.4-liter reverse-ow twin-
turbo V-8 delivers 440 bhp
and 480 lb.-f. of torque,
augmented by an addition-
al 20 bhp and 155 lb.-f.
produced by a three-phase
synchronous electric motor
located between the engine
and the 8-speed automat-
ics torque converter.
Apart from some unique
badges and aerodynami-
cally optimized wheels,
theres little to distinguish
the car externally. Inside,
however, the driver can
call up an array of screens
to display such things as
power recuperation and
distribution.
Likewise, the driv-
ing experience is similar
to that of the standard
750Li. A rm step on the
brake pedal is needed to
bring the Auto Stop-Start
into play, while there is a
noticeable tip-in when ac-
celerating from a standstill,
as the engine management
system attempts to blend
the electric motors instant
torque with that of the
V-8. BMW engineers claim
this will be resolved by the
time the car goes on sale
next spring.Ian Adcock
Track Attack: BMW M3 GTS The M in M3 stands for Motorsports, and as such,
BMW has made a more track-worthy version with the new GTS model. Besides the obvious adjustable rear wing and
front splitter, the M3s 4.0-liter V-8 sees a bump to 4.4 liters, resulting in 450 bhp (up from 414) routed through a
dual-clutch 7-speed M DKG transmission. Other changes include a more rigidly bolted rear subframe, dampers with
threaded bodies for adjustment of stroke length, heavy-duty brake rotors with 6-piston xed front calipers and 4-
piston rears, along with lightweight 19-in. alloy wheels. Titanium mufers, a carbon-ber roof and the deletion of
the rear seats, stereo, climate control and most of the sound insulation drop about 265 lb. In return: Recaro seats, a
rollcage and 6-point Schroth safety belts. All of which makes it a pity the M3 GTS wont be sold in the States.SB
BMW ActiveHybrid 7
www.storemags.com & www.fantamag.com
18
Those who watched the inaugural Formula 1 Abu
Dhabi Grand Prix on television, won by Red Bull
Renaults Sebastian Vettel, might have noticed an im-
posing red structure adjacent to the Yas Marina Circuit.
No, a giant alien spaceship hadnt invaded the United
Arab Emirateswhat you saw was the worlds rst
Ferrari theme park, scheduled to open in late spring.
Designed by the architectural rm Benoy, the red roof
structure that encloses Ferrari World Abu Dhabi spans
over 2 million square feet and carries the largest Fer-
rari logo ever created. Ferrari World Abu Dhabi has over
20 state-of-the-art rides and attractions, including
the worlds fastest roller coaster (hitting speeds over
124 mph), F1 racing simulators, a racing school for ju-
nior drivers as well as a ume ride journey through the
heart of a Ferrari 599 engine. And, of course, Ferrari
enthusiasts will also experience two Maranello-inspired
restaurants as well as plenty of shopping.MM
Ferrari World
For the last 15 years (and
255,000 cars) the A8 has
embodied Audis vision of
a agship sedan. Audi says
the all-new version of its alu-
minum-intensive A8 will in-
troduce a whole new level of
renement and innovation.
For starters, the new A8
is considerably larger: More
than 3 in. longer, over 2 in.
wider and 0.6 in. taller. The
wheelbase has been in-
creased by about 2 in. (now
117.8 in.), giving more cabin
room and an even better
weight distribution. Despite
the extra size, the new A8
weighs only between 77
and 110 lb. more than the
previous version. Due to its
all-aluminum construction,
it continues to weigh less
than competitors.
Inside, wood, leather and
high-quality plastics form
an elegant and luxurious
cabin. An optional touch
pad on the center console
allows menu commands
by writing letters with
one nger, which Audi
says is a groundbreaking
intuitive feature.
Although Europe will
have the option of both
V-8 and V-6 turbodiesels,
the rst U.S. models (ar-
riving in late 2010, in both
normal- and long-wheel-
base versions) will come
with a 372-bhp 4.2-liter
direct-injected gasoline V-8
(up from 350), followed
later by a W-12 variant. The
A8 will come standard with
a new 8-speed automatic
transmission, adaptive air
suspension and Quattro
all-wheel drive. In 2011 Audi
will add a 4-cylinder turbo
as well as a full hybrid with
lithium-ion batteries.
Matthias Pfannmller
All-New Audi A8 Revealed
Buick, a brand once thought near death, has a new
lease on life. The 2011 Regalan Opel Insignia that
was originally slated to be the next Saturn Aurais
leading the charge. The Regal ofers a choice of 6-
speed automatic or manual transmissions and two
4-cylinder engines: a 2.4-liter direct-injection Ecotec
making 182 bhp, or a turbocharged direct-injection
2.0-liter with 220 bhp.
An early drive of the Regal with the turbocharged
4-cylinder around Michigan proved this is a brilliant
enginelively and powerful, while still ofering decent
economy (estimated EPA 29-mpg highway, with the
naturally aspirated four getting 30 mpg). But its not
just the engine thats goodso is the chassis. The
days of oaty-riding Buicks appear to be over. The
steering feel is superb, with minimal torque efects.
The new Regal is denitely not what weve come to
expect of Buick, and thats the point GM wants to
make. Initial U.S. Regals (arriving this spring) will be
built in Germany, with production later switching to
Oshawa, Ontario, Canada.SB
Buick Regal
ABU DHABI
www.storemags.com & www.fantamag.com
SOME CORNERS
YOU JUST DONT CUT.
These days, its tempting to try to save a buck or two. But your inner car guy knows your engine is no place to skimp. Just
look for the big yellow jug and youre always covered. Prestone 50/50 Ready-to-Use Extended Life Antifreeze/Coolant
is formulated to protect any make or model car, and mixes with any color antifreeze. Its perfectly pre-mixed, so you just
pop, pour and protect.
ONLY PRESTONE IS PRESTONE
www.storemags.com & www.fantamag.com
2009 MacNeil Automotive Products Limited
What Matters to You?
Today, America needs fresh leadership to lead us
as a nation out of this economic crisis. Leadership
must come not only from our political leaders but
also from the average citizen. The exporting of
American jobs is a trend that must be stopped and
reversed. When I walk into my local hardware
store, I typically find 85% of the goods for sale are
manufactured 7,000 miles away. Recognizable
American brands have been forced by shortsighted
management and buyers at large national chains to
build factories overseas just to save a lousy $.50 on
a tape measure. To these ruthless buyers, it is all
about the money. Rarely are product quality, the
political system, human rights, animal rights and
environmental costs to the planet considered, not to
mention the cost to our society of exporting not
only jobs, but an entire factory!
At MacNeil Automotive, we are doing our part
for the American economy and for our 300 million
fellow citizens and neighbors. My philosophy is
that if my neighbor doesnt have a job, sooner or
later I wont have a job either. For example, we
used to have our All-Weather Floor Mats
manufactured in England by a company that used
antiquated, inefficient equipment. They made a
decent floor mat for us, but we thought we could
build a better floor mat for our customers using
modern American technology, American raw
materials and skilled American workers. So in
2007 we transferred all of our floor mat manufac-
turing back to the United States. Today, we build
the best fitting, highest quality automotive floor
mats in the world, right here in America.
Our machine shop is equipped with 17 CNC
machining centers including four 4 axis mills
and one 5 axis mill that produce between 30 to 50
injection and thermoforming molds per month.
We have one shift of highly skilled American
Journeymen toolmakers and apprentices, but our
machines run 24 hours a day, 7 days a week.
There is not a more efficient tool and mold
making operation in the world - and guess what,
its right here in America.
www.storemags.com & www.fantamag.com
Specialists in Original Equipment and
Aftermarket Automotive Accessories
Furthermore, all of our CNC mills are manufac-
tured in Oxnard, CA by Haas. Our 1,000 ton
injection molding machines are made in Bolton,
Ontario of American and Canadian components.
Our thermoforming machinery is made in Carol
Stream, IL. The raw steel and aluminum billets
which make up our tooling are sourced from
American steel and aluminum mills such as Vista
Metals in Fontana, CA. The raw materials that
make up our All-Weather Floor Mats, FloorLiners,
Cargo Liners and Mud Flaps are manufactured in
Bellevue OH, Arlington TX, Wichita KS and
Jasper TN. Our forklifts are made in Columbus IN
and Greene NY. Our warehouse racking is
manufactured in Tatamy PA.
At MacNeil Automotive, we are also very aware
of sustainability and our responsibility to the
environment. We are proactive in controlling waste
and recycling all of the unused raw materials
from the manufacture of our tooling and products
including: aluminum, steel, rubber, TPO, TPE,
paper and cardboard.
As you can see, we are as dedicated to designing,
developing and manufacturing the finest automo-
tive accessories for our consumer and OEM clients
as we are passionate about supporting the
American economy, preserving the American
industrial infrastructure, and keeping the money
in our family, a family of 300 million people
from all over America.
Life is simple; be good to your fellow man, be kind
to animals and the environment, and place building
a quality product, supporting your
country and your fellow American worker before
profit. And, one last thing - lets all do our best
to balance family time with work time as our
children are the future of America.
Sincerely,
David MacNeil, Founder/CEO
dmacneil@macneil.com
www.storemags.com & www.fantamag.com
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Road & Track accepts letters by
} mail at 1499 Monrovia Ave.,
Newport Beach, Calif. 92663;
fax (949) 631-2757;
e-mail RTLetters@hfmus.com.
Include your full name, city, state anddaytime telephone number for verication. We cannot answer every
inquiry and we reserve the right to edit letters. Editorial contributions are considered only if guaranteed
exclusive. Materials are subject to Road & Track standard terms, and the vendor must retain a copy.
Photographs should be released for publication by the source. Road & Track is not responsible for
unsolicited materials.
POST-WAR WINNERS
I think Matt DeLorenzos
Preservation or Neglect? (The
Road Ahead, December 2009)
did a good job of outlining the
mixed feelings many of us have
for what takes place at the an-
nual Pebble Beach Concours
dElegancethat is, the Best of
Show award regularly going to
an arguably over-restored pre-
World War II car. But his state-
ment it
would be
great to see
a post-war
car take
top honors
for once
does not
appear
accurate
according
to the
Pebble
Beach
Concours dElegances website.
Best of Show for the years 1950
through 1954 was awarded to
cars made in the 1950s; the 1968
award went to a 1964 Maserati
Mistral Coupe.
Bart Stringham
BETHESDA, MARYLAND
The winning Horch at this
years Monterey concours is 72
years old, not 60; further proof
that time does, indeed, y.
Bob Taylor
AUSTIN, TEXAS
HIS AND HERS
My wife has always trusted my
recommendations when buy-
ing a new car. Lucky me! Her
last car was a 2004 Inniti G35
4-door with a 6-speed manual.
Now that Ford has introduced
the new Taurus SHO (Road Test
Comparison, December 2009),
the next choice is a no-brainer.
All I had to do was mention that
it has heated and air-conditioned
seats with dual massage and she
was sold. Thank you, Ford, for
making a car that we can both
really enjoy.
Joe McIntyre
ROCKVILLE, MARYLAND
THE ART OF RACING
Your excellent article (How
Fast is Too Fast? December
2009) brings to mind a quote
from Stirling Moss: the objec-
tive in any race is to win at the
slowest possible speed.
Harry McKeague
TORONTO, ONTARIO, CANADA
The key is to design both
tracks and cars for passing. Its
no good having a wide braking
zone if the brake technology
makes the zone only 50 yards
long and hence too short to pass
in. Why have a long straight
when the aerodynamic turbu-
lence makes a closely following
car unable to turn in? Racing
should be fast, but never just a
high-speed parade.
Steve Coates
NEWMARKET, ONTARIO, CANADA
Not only did the speeds at Le
Mans reach their peak at the
1988 race, the duration of the
race seems to have reached its
own peak since you called it
1988 Quatre-Vingt Heures du
Mans. Quatre-Vingt Heures
equals 80 hours.
Ngoc Tran
TUSTIN, CALIFORNIA
Right you are. Quatre-Vingt does
translate as eighty (literally, four
20s), not 20 and four.Ed.
SENTIENT BEINGS
I was in the same situation
as Peter Egan when it came to
considering trading in my 1992
Chevrolet Suburban with over
177,000 miles (Cash for Clunk-
ers, Side Glances, November
2009). The ofer was good,
the shiny new Ford F-150 was
going to be discounted nearly
$16,000 when everything was
consideredtoo good to pass
up, right? However, when I
considered the faithful service
of my Suburban over the years,
and the memories associated
with 17 years of ownership, the
thought of it being destroyed
was too much to bear. And, call
me crazy, but I rmly believe
that complex machines like cars
do indeed have a life of sorts,
a quasi-sentience that is not
fully understood.
Greg Martin
BELLE PLAINE, KANSAS
Not-So-Supercar?
LFA VERSUS GT-R
Wow. Thats the only word that comes to mind when describ-
ing the Lexus LFA (Cover story, December 2009). I mean, how
could I not buy one? Just look at the specs: 060 mph in 3.7
seconds, 560 bhp, and a 48/52 weight distribution, all for a mere
$375,000 or so. To think I almost bought the puny 480-bhp
Nissan GT-R that is faster to 60, has better weight distribution
(aka handling), and costs nearly $300,000 less. Thanks, Lexus!
You saved me from making a huge mistake.
Ruslan Dukan
GWYNNOAK, MARYLAND
You know what LFA stands for dont you? LFAnt. Oh, and its
even white, too.
John Lowe
CALGARY, ALBERTA, CANADA
www.storemags.com & www.fantamag.com
B
ack in 1933, the single most important
watch ever built was engineered for a
quiet millionaire collector named Henry
Graves. It took over three years and the
most advanced horological technique to
create the multifunction masterpiece. This
one-of-a-kind watch was to become the
most coveted piece in the collection of the
Museum of Time near Chicago. Recently
this ultra-rare innovation was auctioned off
for the record price of $11,030,000 by
Sothebys to a secretive anonymous collector.
Now the watch is locked away in a private
vault in an unknown location. We believe
that a classic like this should be available to
true watch aficionados, so
Stauer replicated the exact
Graves design in the limited
edition Graves

33.
The antique enameled face
and Bruguet hands are true to
the original. But the real beauty of
this watch is on the inside. We
replicated an extremely com-
plicated automatic movement
with 27 jewels and seven
hands. There are over 210
individual parts that are assembled entirely
by hand and then tested for over 15 days on
Swiss calibrators to ensure accuracy. The
watches are then reinspected in the United
States upon their arrival.
What makes rare watches rare?
Business Week states it bestIts the com-
plications that can have the biggest impact
on price. (Business Week, July, 2003). The
four interior complications on our Graves

watch display the month, day, date and the


24 hour clock graphically depicts the sun and
the moon. The innovative engine for this
timepiece is powered by the movement of
the body as the automatic rotor winds the
mainspring. It never needs batteries
and never needs to be manually
wound. The precision crafted
gears are lubricated by 27 rubies
that give the hands a smooth sweeping
movement. And the watch is tough
enough to stay water resistant to
5 atmospheres. The movement is
covered by a 2-year warranty.
Not only have we emulated this
stunning watch of the 1930s but just
as surprising, weve been able to
build this luxury timepiece
for a spectacular price. Many
fine 27-jewel automatics
that are on the market today
are usually priced well over
$2,000 dollars, but you can
enter the rarified world of
fine watch collecting for
under $100. You can now
wear a millionaires watch
but still keep your millions in your vest pocket.
Try the handsome Graves 33 timepiece risk
free for 30 days. If you are not thrilled with
the quality and rare design, please send it
back for a full refund of the purchase price.
Worlds Most Valuable
Timepiece Disappears
Not Available in Stores
Call now to take advantage of this
limited offer.
Stauer Graves

33 Wristwatch $99 +S&H


or 3 credit card payments of $33 +S&H
800-859-1736
Promotional Code GRV940-08
Please mention this when you call. The 27 jewels and
hand-assembled
parts inside drive this
classic masterpiece.
14101 Southcross Drive W.,
Dept. GRV940-08
Burnsville, Minnesota 55337
The face of the
original 1930s
Graves timepiece
from the
Museum of Time.
Smar t Luxur i esSur pr i si ng Pr i ces
www.stauer.com
Advertisement
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24 R OA D & T R A C K www.roadandtrack.com
BY PETER EGAN
EDI TOR-AT-LARGE
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Signs That You Might Be a Car Guy
Well, I must admit I was somewhat taken aback, even
though the letter was good-natured and humorous. It arrived yes-
terday from a reader named Michael Lavander of Westland, Mich-
igan, chiding me for not changing my
own oil on our new Bullitt Mustang.
Seems I mentioned in a recent col-
umn that I took the car into the dealer
for its rst oil change, and Mr. Lavander
said he immediately stopped reading,
because The rst rule of Car-Guy-
dom is you change your own oil. The
second rule of Car-
Guy-dom is that
you change your
own oil.
At the end of the let-
ter, he added, Please
tell me that the dealer
gave you a free oil
change coupon for the
new car and you just
felt lazy! I am unable
to read past the rst paragraph.
Well, Mr. Lavander can relax, slightly.
Yes, my new Mustang came with two years of
coupons for free oil changes, so I was not about to
turn down a deal like that.
But I must admit that I almost always take a new
car in for a dealer oil change when its still under
warranty. I have an unnatural dread of a hypotheti-
cal scene in which the service manager says, Hey,
Ron, this guy changed his own oil and lter and now
he says the car has a funny engine noise!
Gales of laughter from the service bays.
If the oil lter falls off my new car or the
drain plug falls out, Id just as soon have a
receipt showing that a highly trained pro-
fessional did it.
Also, the nearest collection site for drain oil is 12 miles away
andwhat with all the used oil from old cars, motorcycles and lawn
mowersI hate to make that trip too often. And then there are all
those empty oil cans, jackstands and oily footprints on the oor
So, yes, theres genuine laziness here as well. When I was a full-
time foreign car mechanic during the 70s, I changed the oil in
hundreds of cars, andduring my rst year of apprenticeship
did almost nothing else. Ive viewed every form of drain plug
from 6 inches away, and have had remarkably warm oil run down
my arm and drip off my elbow in everything from Alfas to Volvos,
so the novelty has more or less worn off. If our Ford dealer wants
to change the oil in my Mustang for free, thats ne with me.
Strangely, the timing of Mr. Lavanders letter was faultless,
as the mail arrived just as I was on my way into the house after
changing the break-in oil in my newly restored 1964 Lotus Elan.
As I read the letter, my hands still reeked of Goop hand cleaner,
mixed with overtones of drain oil that seemed to be
emanating from the wristwatch zone.
Also, Id spent half the morning in auto parts
stores, searching for an oil with the additive
ZDDP, which is needed in older engines
so they dont scuff their cam lobes and
lifters. ZDDPif my high school chem-
istry class memory
ser vesst ands for
Zygomorphic Diapha-
nous Diathermatic Phos-
phate or something. I
got a D- in chemistry, so
you may want to look
this up.
I finally found some
Valvoline 20W-50 Racing
Oil claiming to contain the magical
ZDDP, so I bought it and changed my oil.
And I always will, with the Elan. I
wouldnt let a non-Lotus guy near the
thing. An untutored, reasonably strong
car mechanic could snap the steering wheel
right off this delicate concoction, just pull-
ing it into the shop. And then there are the
weird, fragile jacking points An F-150
pickup it aint.
In any case, Mr. Lavanders letter got me
thinking: Is changing your own oil really the
rst rule of Car-Guy-dom?
I had a neighbor in California who
changed his own oil and greased his
car religiously, but he couldnt tell
a Zerk tting from a brake bleeder. I
once found him trying to inject grease
into his right front brake caliper. Without success, luckily. I sus-
pected cheapness more than car enthusiasm here.
But Mr. Lavander is mostly rightchanging your own oil is
certainly a durable symbol of hands-on involvement with cars.
Still, I think its just one of many.
What are the other signs of Car-Guy-dom?
Well, here are a few that just occurred to me, off the top of
my head. And I use the term Guy here in its gender-inclusive
form, as when you address a man and a woman and say, Can
you guys come over for dinner? I believe this is now the for-
mally correct form of address, even in diplomatic circles.
So hereborrowing a page from Jeff Foxworthyare a few
other signs that you might be a car guy:
www.storemags.com & www.fantamag.com
What started in 1975 with a pair of rented Formula
Fords and a makeshift road course in Thompson,
Connecticut is now the worlds largest and best racing
and driving school. Today Skip Barber Racing School
visits more than 20 different tracks around the country
with Racing Schools, High Performance Driving
Schools, Mazda Driving Schools and the Skip Barber
Race Series, including the Skip Barber MAZDASPEED
Challenge. All designed to make you a safer, faster and
more confident driver, regardless of your current skill
level. Call or click today and learn from our experience.
SKIPBARBER
.
com
866
.
736
.
5322
www.storemags.com & www.fantamag.com
26 R OA D & T R A C K www.roadandtrack.com
J
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@ You pick up the morning pa-
per and the headline reads, Alien
Death Ray Incinerates
Millions. You set the front
page aside for later read-
ing and go straight to a Sears
insert that says, Presidents
Day Craftsman Tool Sale.
@ Youve owned at least one
brand of car that your local in-
surance agent has never heard of,
and you have to spell it twice. Or
three times, in the case of the Innocenti Mini Matic T1000.
@ There was no way on earth you would have missed the
opening night of a Clint Eastwood movie called Gran
Torino, regardless of content.
@ You have a whole drawer filled with cruddy,
slightly rusty take-off hose clamps, which you
will never use again. Unless you need to get an en-
gine running at midnight when the auto
parts stores are closed.
@ You have neighbors who wonder
why you can never get a rebuilt engine
running before midnight. And why
the garage doors have to be open
@ You spend Sunday watching three
different types of racing on Speed
Channel, and on Monday morning
someone at your ofce says, How
about those Bears? and you dont
know whether theyre talking about
football or a re in Yellowstone.
@ You own a cherry picker engine
hoist thats all spattered with overspray
from a defective nozzle on a can of chrome-aluminum spray
paint that also hit your Cobra poster.
@ The left ngertips on the rubber glove in your bead-blasting
cabinet are all worn away from holding small carb linkage parts.
Your ngerprints dont look so good, either.
@ Jay Lenos garage seems like an island of enlightenment and
perfect sanity in a world gone mad.
@ Opening a velvet-lined micrometer case creates ex-
actly the same rush of endorphins in your brain as
lifting the lid on a plush-lined case containing a
triple-pickup Les Paul Custom.
@ All your blue jeans have a worn left knee
because you have a hole in the left
knee of your coveralls.
@ Your air compressor is slightly
larger than the refrigerator in your
house.
@ The only time you use un-
printably foul language is when
youre alone in the workshop
and things go really
wrong. Which is
about every f ive
minutes.
@ In j ust one
evening of look-
ing at classifieds, you
can entertain notions
of buying a big-block
Cor vet t e, a shor t -
wheelbase Land Rover,
a suicide-door Continental or an MG TC, all in the same brain.
@ Your bench grinder pedestal is permanently bolted to the oor.
@ There is no day so bad that the sight of a buff-colored issue of
Hemmings in your mailbox doesnt dissolve all worldly cares.
@ You are on a rst-name basis with the only guy in the county
who knows how to rebuild Dynaow and Hydra-Matic auto-
matic transmissions.
@ You own more than one oor jack.
@ The electrical parts drawer in your toolbox contains two
high-performance Lucas Sport Coils that look brand new, but
you honestly cant remember if theyre new spares or if you took
them off a race car that was misring. So you never use them
and you never throw them out.
@ Youre starting to think maybe a real car guy should have a
coil tester
@ You go to the hardware store to buy two 7/16 grade-8
locknuts and walk out with a box of 100, because its
always good to stock up.
@ You own at least one Nomex racing suit that
youve outgrown and one or more helmets
with expired Snell stickers, preferably from an-
other century.
@ When you go house-hunting with a realtor, you
automatically reject any home without room to
park a car traileror at least a place to hide one,
if its one of those upscale neighborhoods where
zoning laws are concocted to keep out people ex-
actly like you.
@ Half the money you earned in your 20s was given to a
man in a Snap-On Tool truck.
@ You have a surprising number of
friends whose children are named
for legendary
member s of
Team Lotus.
@ You privately
believe that a cheap or
insubstantial toolbox
reflects a kind of spiritual
malaise in the owner.
@ You never complete-
ly bond with any dog that
doesnt enjoy riding in a car
and looking out the window.
@ You own several combination
wrenches that have been heated
to a cherry red with your oxy-
acetylene torch and bent to perform
special tasks, now forgotten.
@ You have a wall locker in your garage containing at least
eight cans of motor oil, all of differ-
ent brands and viscosities (synthetic,
non-synthetic, straight 50 wt. rac-
ing, etc.), left over from past oil
changes where you bought one ex-
tra can, just in case.
@ You i magi ne t hat
someday you might
own an old beater of
such low status that
it wont bother you
to mix brands and
viscosities while doing
an oil change. That day
never comes.
www.storemags.com & www.fantamag.com
ROAD GRIPPING POWER.
E N T E R T O W I N F R E E S W A G A T F A L K E N T I R E . C O M
TIRE
At Falken, we believe a race is not just a race, its a test bed.
Our rich motorsports expertise spans from Japans Super Taikyu
endurance racing to Germanys 24 hours of Nurburgring and now
the prestigious American Le Mans Series. As a result, ultra-high
performance products including the FK452 are born. The newest
addition in the FK Series, Falkens agship luxury sport tire, covers
the application spectrum from OEM sizes to exotic staggered
tments for sport-tuned automobiles while delivering a perfect
blend of road gripping performance and daily driving comfort.
WORLD CLASS PERFORMANCE ENGINEERING
www.storemags.com & www.fantamag.com
28 R OA D & T R A C K
2
0
1
1
HALF MOON BAY,
CALIFORNIA
Following in the foot-
steps of a legend is a dic-
ey proposition. Mercedes
AMG division has a tall or-
der on its hands in engineering
its rst ground-up automobile in
the SLS, made doubly so by the
fact that it trades on the heritage
of the SL Gullwing.
The overall look and propor-
tions of the car are contempo-
rarycrisp character lines, the
use of LED and projector beam
lighting and an integrated rear
wing that rises out of the deck-
lid. As is the cars stanceit
rides on a 105.5-in. wheelbase,
measures 182.6 in. overall and,
at 76.3 in., is very wide. Front
track is nearly 10 in. greater
than the original SLs.
The SLSs best angle is from
the front; its bold and purpose-
ful. The only unsatisfying aspect
of the shape is the resolution at
the rear of the car, which has no
quarter windows like the original.
As a result, the B-pillar treatment
and tall rear deck with its boattail
crease could be more elegant.
That fussiness aside, the rest of
the SLS works very well. The in-
terior features high-quality leather
trim, aluminum accents and
well-bolstered sport seats. The
only drawback is that these power
seats sit taller in the car than
the 1-piece hard shell European
sport seats that wont be sold in
the U.S. due to their lack of side
airbags. This tall-in-the-saddle
position has its benets in seeing
over the long hood, but somewhat
reduces available head room.
Punch the start button and the
SLSs raison dtre springs to
lifea 6.2-liter V-8 (although it
displaces 6208 cc, AMG likes to
call it a 6.3). It has a rorty, piston
aircraft-sounding song that is
eerily similar to that of the origi-
nal Gullwing. With dry-sump
lubrication, it sits low in the bay
and provides explosive power
(563 bhp at 6800 rpm and 479
lb.-ft. of torque at 4750 rpm) to
the rear wheels through Mer-
cedes rst dual-clutch sequential
shift gearbox. The engine mount-
ed aft of the front axles center-
line and the gearbox mated to the
rear differential help in giving
the SLS a front/rear weight dis-
tribution of 48/52 percent.
Another benet of this layout
is the use of a torque tube con-
necting the engine and trans-
mission, which gives the car
so much torsional rigidity that
it feels much more solid and
heavier than its 3573-lb. curb
weight would have you believe.
Out on the open road, the SLS
feels tied down, with absolutely
no ex in the chassis. It pos-
sesses a delightful blend of bal-
ance, quick turn-in and minimal
body roll. Contrary to current
fashion, the suspension is not
adjustable and it seems that
the engineers have done their
homework well, imbuing this
2-seater with a good balance of
tautness without being bone-jar-
ring. Thats not to say you wont
feel ripples or irregularities in
the pavement, but rather its an
MERCEDES-BENZ SLS AMG
A legend in its own right
BY MATT DELORENZO
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 29
SEE MORE
PHOTOS
+
VIDEO
ROADANDTRACK.COM/mbsls
acceptable price to pay for the
level of grip provided.
AMG offers the driver several
modes of gearbox and trac-
tion/stability control. With the
former, there are four: The rst
is C, or controlled efciency,
which starts in 2nd and snaps
off shifts relatively seamlessly
(although when the transmission
oil is not quite up to tempera-
ture, you can get a minor clunk
from the gearbox). Sport will
give you 1st-gear starts
and slightly
quicker shifts, while Sport Plus
speeds up the shifts even more.
Finally, a full manual mode
lets you control all the shifts.
Likewise on the traction control
front, one push will summon a
sport setting that allows you to
hang the tail out like a pro, while
still being able to reel the car
back in when you step over the
limit. Full-
off is avail-
able, but not recommended.
At the track, the cars sheer
power impresses immediately,
but after a few laps you really
begin to appreciate its balance.
The car will drift out (or hang
out if the throttle is punched), but
tightens up neatly with less
pedal or a touch of the
brakes. The steer-
ing is spot-on
no deadness on
centerwith just
the right amount of
feedback. For those wishing for a
traditional manual, youre out of
luck. Still, the paddle-shift gear-
box snaps off upshifts with the
best of them, blipping the throttle
on downshifts.
The SLS AMG goes on sale in
April with a sticker starting be-
low $200,000. Like the original
Gullwing, the SLS is a sports car,
with a little GT mixed in. Its the
kind of car that is not only track-
ready, but also has road trip writ-
ten all over it.
The aircraft-inspired cabin of the SLS features controls that are
logically arranged and easy to use. The center console knob controls
the improved Mercedes COMAND navi system. The tall rear decklid
with integrated pop-up spoiler could be sleeker in execution.
Like the original Gullwing,
the SLS is a sports car,
with a little GT
mixed in.
www.storemags.com & www.fantamag.com
30 R OA D & T R A C K www.roadandtrack.com
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2010
ESTORIL, PORTUGALWHEN
Porsche launched the Turbo
Carrera (aka the 930 Turbo)
in the U.S. market for the 1976
model year, the car had already
achieved near-legend status,
stories of its prowess having
wafted across the Atlantic after
the release of the 1975 model in
Europe. The performance from
its single-turbocharged 3.0-liter
sohc at-6 was downright amaz-
ing for the times: U.S.-specica-
tion models produced 234 bhp
and 246 lb.-ft. of torque, in a
2785-lb. rear-drive car with an
engine mounted aft of the rear
axle. The 911 Turbo had instant
supercar status.
Fast forward 34 years, and
the Legend of Turbo has only
grownas has the performance.
But rst glance at the new, 7th-
generation 2010 model might
leave you wondering: Whats
the big news here?
For starters, the 2010 911
Turbo features the rst truly
new engine in the models his-
tory. Based on the Carrera Ss
3.8-liter at-6, the twin-turbo
version features direct fuel in-
jection for the rst time, while
tipping the scales at 26.5 lb.
less than the outgoing version.
Along with more displacement
(the Turbo was previously a
3.6), a higher compression ratio
(from 9.0:1 to 9.8:1), more ef-
cient intercoolers and a new
expansion-type intake manifold,
the 3461-lb. Turbo (the Cabrio
is 3626 lb.) has both more pow-
er (up 20 bhp to an even 500)
and noticeably less turbo lag.
The little bit of lag that still ex-
ists is worth it, as the rush that
follows is simply mind-blowing.
Torque is rated at 479 lb.-ft.
from 19505000 rpm, but or-
der the Sport Chrono Package
($3470) and the overboost func-
tion provides a 516 lb.-ft. hit
from 21004000 rpm. Despite
the Turbos extra power, Porsche
says its emissions are down 18
percent while fuel consumption
has decreased by 16 percent.
New to the Turbo is Porsches
ultra-quick-shifting twin-clutch
7-speed PDK gearbox (a $4550
option) thats been upgraded to
handle the Turbos extra power.
Launch Control comes stand-
ard when the PDK is ordered
in conjunction with the Sport
Chrono Package, which pro-
vides for thrilling (and consis-
tently repeatable) neck-wrench-
ing all-wheel-drive launches.
Also available for the rst
time on a Porsche are steering-
wheel-mounted paddle shifters
($490), although Porsches
non-intuitive pushbuttons come
standard with PDK. Those who
believe its more about the drive
than it is about bragging rights
at the drag strip should opt for
Porsches easy-shifting 6speed
manual gearbox (which comes
standard)you see, PDK out-
performs the 3-pedal manual
(partly due to Launch Control),
with conservative claims of
0100 km/h (62 mph) in 3.4
sec. for the PDK/Sport Chrono
Turbo, versus 3.6 sec. for the
manual. One minor gripe with
PDK is that the gear indicator
on the instrument panel is too
small, and offset to the right.
Another new technology on
the Turbo is Porsche Torque
Vectoring ($1320). It combines
a mechanical limited-slip rear
differential with variable torque
distribution at the rear axle
by applying the brakes to the
inner rear wheel, intended to
enhance turn-in and minimize
understeer. While there is a bit
less understeer, a more effec-
tive way of controlling the cars
attitude is via left-foot brak-
inghappily, the new Turbo
doesnt cut power when overlap-
ping throttle and brake as with
most Porsches. PTV or not, the
Turbos chassis dynamics are
better than ever, with perfectly
snubbed suspension, incred-
ibly direct steering and strong
brakes. And, the cars power-on
oversteer moments are now eas-
ier to control, due to a smoother
distribution of power between
the front and rear axles.
But what still denes this
911 Turbo (known internally
as the 997 II) is its ferocious,
pin-you-into-your-seat accelera-
tion. About the only downside
here (other than price: $132,800
for the coupe, $143,800 for the
cabriolet) is its less-than-stellar
music from the engine compart-
ment. Usually you want to blow
the doors off the competition,
but the Turbos intake system
sounds more like it will suck
the doors off as it whooshes by;
and although the exhaust is loud,
the note is thoroughly uninspir-
ingnothing like a GT3.
Still, small grievances with
a car that is greatly improved
and could very well be the most
livable supercar in the world.
Both Coupe and Cabrio are on
sale now.
PORSCHE 911 Turbo
Astonishing performance...for the seventh time in a row
BY MIKE MONTICELLO
Besides the availability of a
twin-clutch PDK gearbox with
true paddle shifters, the new
911 Turbo can also be fitted with
Porsche Torque Vectoring.
SEE MORE
PHOTOS ONLINE
ROADANDTRACK.COM/TURBO
www.storemags.com & www.fantamag.com
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Individual
results will vary. Participants results based on using the Bowflex

home gym
and the Fast Fat Loss Now program included in the owners manual. 2009
Nautilus, Inc. All rights reserved. Bowflex, the Bowflex logo, Bowflex Xtreme,
and Power Rod are either registered trademarks or trademarks of Nautilus, Inc.
(1109) P0210ROADBOW
www.storemags.com & www.fantamag.com
32 R OA D & T R A C K www.roadandtrack.com
2
0
1
0
MIAMIWITH A PERFORM ANCE-
oriented M version, two gaso-
line-powered models (with die-
sel options in Europe) and now
the addition of the ActiveHybrid,
the X6 is BMWs rst full-line
vehicle. While we could ques-
tion the marketing decision that
led to a hybrid crossover coupe,
instead well focus on how well
the hybrid system works in this
big vehicle.
For starters, the ActiveHybrid
utilizes many of the same parts
as the regular X6 xDrive50i.
Externally, subtle ActiveHy-
brid badges on the sides and
trunklid, as well as the Aero
wheels, are the only telltale
indicators. Inside, the doorsills
carry ActiveHybrid badging
and the center-console LCD
display features hybrid-specic
screens, while the instrument
panel sports a unique analog
battery gauge and a 4-segment
bar graph showing the power
output by the motors.
BMW engineers optimized
the suspension and center-dif-
ferential tuning to compensate
for the additional weight (a
claimed 5688 lb., up 419 lb.
from the xDrive50i) of the 2-
mode transmission and trunk-
mounted 187-lb. battery pack.
(And if the term 2-mode
sounds familiar, yes, its the sys-
tem jointly developed by GM,
BMW and Mercedes-Benz.)
Absent from the powertrain is
BMWs all-conquering torque-
vectoring system. The intended
city-based application made it
unnecessary.
Its two synchronous electric
motors, three planetary gear-
sets and four sets of multiplate
clutches make the 7-speed
transmission the heart of the hy-
brid system. One motor exclu-
sively provides locomotive force
to the wheels, while the other
handles engine-start and power
regeneration duties. Altogether,
the system provides an addition-
al 80 hp and 125 lb.-ft. of torque
and seamlessly blends the power
from the internal combustion
engine and electric motors.
The hybrids 4.4-liter direct-in-
jected twin-turbo V-8 is the same
as the xDrive50is, but loses the
alternator, starter, air condition-
ing compressor and power-steer-
ing pump. The last two, plus the
vacuum assist for the brakes, are
powered via an electric motor.
Functionally, this increases ef-
ciency by reducing parasitic en-
gine load and allows the engine
to shut down and restart based
on drivetrain demands rather
than ancillary needs.
At full song, the entire power
system can produce 480 hp
and 575 lb.-ft. of torque. At
less rage-lled power levels,
the ActiveHybrid can operate
in full electric mode at speeds
approaching 37 mph. During
our quick drive, we achieved a
consistent maximum speed of
34 mph with a fully charged bat-
tery on at asphalt, but a light
foot is needed to keep the car in
electric mode. In normal driv-
ing, the electric motor will kick
in when your foot is to the oor
to provide additional boost.
During full electric running,
we achieved stints of about a
mile in light city trafc before
the gas engine would activate.
Regardless of engine load or
speed, the transition from elec-
tric to gas was seamless. The
312-volt nickel-metal hydride
battery pack is liquid cooled
and at full throttle can deliver
57 kilowatts to the motors. The
batterys cooling system dumps
heat into either the air condi-
tioning system (the a/c system
can energize on its own) or the
power steering cooling loop.
Like other electrically moti-
vated vehicles, the ActiveHy-
brid charges the battery pack
primarily during braking. The
brake-by-wire system blends
regenerative and hydraulic brak-
ing systems excellently, but
pedal feel is spongy and vague.
There was an almost impercep-
tible clunk sound at very low
speeds that lets you know the
transmission is shifting modes.
When in either Sport or Manual
mode, the engine will not auto-
stop and will instead charge the
batteries at idle.
BMW claims that the Ac-
tiveHybrid is 20 percent more
efcient than the gas version,
with a similar emissions reduc-
tion to boot. We achieved 19.6
mpg (versus 14 mpg) during
our mixed-mode drive. And
while some may criticize the
X6s overall concept, its hard to
fault its seamless hybrid system.
You just dont notice it. We only
hope BMWs trickle-down ap-
proach to a performance hybrid
begins with this car, which
starts at a healthy $89,725.
BMW X6 ActiveHybrid
Dynamically efcient
BY CALVIN KIM
www.storemags.com & www.fantamag.com
www.storemags.com & www.fantamag.com
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 35
MARANELLO, ITALYPast performance is no guarantee of future
results. With nancial funds, stocks and the like, that certainly is true.
But with new Ferraris, its a different story; does anybody really think
the replacement for the F430 will be the Prancing Horses equivalent of
a Mustang II? Not a chance. Nevertheless, one of us had to go to Italy
to drive the new 458 Italia and nd out for sure, both on the Fiorano
test circuit and the roads surrounding Maranello. That fortunate edi-
tor was me, and heres what I learned. W The new 458 (as in 4.5-liter
engine, 8 cylinders) is a natural evolution of the F430, a mid-engine
2-seat berlinetta still styled by Pininfarina but with aerodynamics play-
ing a much more prominent role. The resultant car is perhaps a bit less
organically beautiful than previous Maranello offerings, but theres an
2010 FERRARI
458
ITALIA
Is this new Ferrari worthy of the Italia name? No doubt.
BY ANDREW BORNHOP PHOTOS BY STEPHANE FOULON
D R I V I N G I M P R E S S I O N S & T E C H N I C A L A N A L Y S I S
www.storemags.com & www.fantamag.com
Enzo-like sense of purpose here, which
is vital in a car with a top speed in excess
of 202 mph. Get this: Without any add-on
aero appendagesjust expert manage-
ment of airow gleaned in Ferraris wind
tunnelthe Italia, which has a CD of
0.330 (versus the F430s 0.343), produces
nearly 800 lb. of downforce at 200 mph,
with a stability-enhancing 41 percent of
that force on the front axle. Whats more,
the Italia laps Fiorano as quickly as the
Enzo and the 430 Scuderia, leaving no
doubt as to its track credentials.
As with the F430, the 458 is built on an
aluminum space-frame chassis, a blend
of extrusions, sheets and castings that
is signicantly stiffer than before, by 20
percent in torsion and by 8 percent in
bending. Overall length is up by only 0.6
in., but the wheelbase has grown by 1.4,
which translates to improved stability,
shorter overhangs and a lower polar mo-
ment of inertia. An extra 0.6 in. of width
aids cockpit space, and the curb weight of
3274 lb. represents a gain of only 66 lb.
compared to the F430s.
While any weight increase is frowned
upon in a car designed as much for the
track as the street, the Italia more than
makes up for it with power. And the new
direct-injected 90-degree V-8 is a gem, an
oversquare 4-cam 4.5-liter that screams
up to its 9000-rpm redline in each gear
while boasting enough midrange torque
to be comfortably loafed around town.
Tricks learned from Formula 1 are at
work in this high-compression V-8, which
makes 570 bhp when receiving a full ram
effect (at the cars peak speed) from air
inlets integrated into the trailing edges of
the rear quarter windows. Of note, with no
ram effect, this dry-sump engine still pro-
duces 565 bhp. Thats 126 bhp per liter, the
highest specic output for any naturally
aspirated engine in production. The torque
peak of 398 lb.-ft. is reached at 6000 rpm,
and more than 80 percent of that is avail-
able between 3250 and 9000 rpm, thanks
to variable valve timing on the intake and
exhaust sides, plus a dual-plenum intake
manifold whose central section has three
pneumatic throttle valves that open and
close at varying times to affect the inlet
air as desired. The inlet tracts are short
and straight, just like in a race engine, and
torque is further enhanced by split injec-
tion, a secondary fuel pulse at wide-open
throttle that helps the 458s V-8 make, on
average, 20 percent more torque than the
F430s at medium and high revs.
Circular LED taillamps flank the rear of
the 458 Italia, inset in the mesh exits for
the cars gearbox and clutch coolers. Mid-
mounted V-8, below, remains a work of art
with its red crinkle-coated intake plenums.
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 37
The ght against internal friction is led
by graphite-coated pistons (which have
short skirts and thin compression rings),
plus supernished camshafts and hydrau-
lic tappets, the latter also receiving a su-
per-smooth DLC (Diamond-Like Carbon)
coating. A new variable-displacement oil
pump consumes less power at high rpm,
and a revised oil scavenge system dra-
matically reduces the pressure within the
block below the pistons. In fact, theres
actually a partial vacuum around the at-
plane crankshaft, which is said to improve
torque by 6 lb.-ft. at 2500 rpm.
Although your typical 458 owner wont
feel that tiny bit of torque on his way into
work tomorrow, thats precisely what
Ferrari, a racing company, should be do-
ing. What he will feel, however, is much
smoother shifting than in the F430, espe-
cially in automatic mode, thanks to the
new twin-clutch paddle-shift gearbox, the
only transmission offered in the 458 Italia.
Yes, you read right; the 458 isnt avail-
able with a manual. Sacrilege? To some,
yes. But to Ferrari, its only natural. Less
than 1 percent of F430s were sold with a
manual gearbox, and Maranello insists on
employing whatever standard equipment
is necessary to keep this Ferrari at the
The Italia laps Fiorano
as quickly as the Enzo
and the 430 Scuderia,
leaving no doubt as to its
track credentials.
www.storemags.com & www.fantamag.com
38 R OA D & T R A C K www.roadandtrack.com
top of the performance heap. Thats why
carbon-ceramic brakes are now standard.
And why the 458 is tted exclusively with
the twin-clutch 7-speed manual trans-
mission, a Getrag-built gearbox whose
lightning-fast (0.04 seconds) and error-
free paddle shifts greatly reduce lap times
around Fiorano. Moreover, in automatic
mode, the shifts into the preselected ra-
tios are almost imperceptible, a far cry
from the clunky automatic upshifts of
the F430s single-clutch F1 paddle-shift
transmission.
And yes, this means the 458 has launch
control. Simply press the button on the
center console, depress the brakes, pull
back on the left lever to select 1st and
mash the throttle. The V-8 will stay at
3000 rpm, at which point you release the
brakes and go for a wild ride, one that
takes you to 100 km/h (62 mph) in 3.4
seconds and on to the 400-meter mark in
11.3those numbers supplied by Ferrari
but totally believable based on my two
sessions with the car on Fiorano.
And there, the car felt fantasticlight,
precise, agile, fast and fun, with impressive
The 458s steering wheel, although
fitted wth more controls than the F430s,
looks purposeful, not too crowded. Note
the thumb switches for the blinkers; theyre
intuitive, and improve access to the larger
shift paddles by eliminating the stalk con-
trol. Yellow tach (right) is an option. Most
impressive: the 458s 9000-rpm redline!
The 458 isnt available with a manual. Sacrilege?
To some, yes. But to Ferrari, its only natural.
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tractability out of corners. The light-feel-
ing front end responded quickly to steering
inputs, thanks to a steering rack thats sig-
nicantly quicker than the F430s. Standard
magnetorheological shockswhose damp-
ing characteristics continually adjust to the
situation at handalso play a big role,
signicantly reducing body roll and allow-
ing Ferrari to use stiffer springs and smaller
anti-roll bars to control the lean in corners.
The 458 retains double A-arm front sus-
pension, now with beeer lower arms for
increased lateral strength and a better abil-
ity to soak up bumps. In back, a multilink
design is now employed, offering increased
lateral stiffness and reduced camber change
associated with wheel travel.
In standard everyday Sport mode, the
traction and stability controls of the 458
intervened quite readily. Race mode felt
much better, allowing mild drift angles
while keeping that electronic safety at the
ready. What I liked best, however, was TC
Off, which really let the Italia rotate quite a
bit, even to the point of a harmless power-
on spin coming out of the hairpin, which
reminded me this car does have 58 percent
of its weight over the rear wheels. In retro-
spect, on that cold morning, I should have
put the suspension in the full soft bumpy
road setting, which disconnects the shock
tuning from any of the performance-con-
trolling manettinos settings.
Nevertheless, I had a blast in my two
sessions. The carbon brakes, the same
as those on the 430 Scuderia, worked
superbly. The initial bite seemed soft, but
then I realized just how much speed I was
carrying into the braking zoneswell
into the triple digits, and the giant 6-pot
front and 4-pot rear calipers (from Brem-
bo) were more than up to the task, the
pedal never going soft even while repeat-
edly invoking the high-performance ABS
into Fioranos Parabolica turn. Interest-
ingly, a prell function automatically
moves the pads closer to the rotors the
moment the driver comes off the throttle,
for improved brake response and reduced
stopping distances.
And while braking hard, if the driver
keeps a constant pull on the left paddle,
the 458s gearbox automatically downshifts
in quick fashion, the speed and timing of
each shift directly related to brake pressure
measured in the master cylinder. Its a neat
feature, as each ratio is grabbed one at a
time, often in a rapid machine-gun succes-
sion that makes you sound like Schumach-
er while allowing you to concentrate more
fully on your braking and line.
Another boon on Fiorano was E-Diff
3, the active differential that can radically
vary the power from side to side to help
the 458s stability. In short, this electronic
diff, housed inside the gearbox and shar-
ing an ECU with the traction control,
accurately predicts what the car will be
doing and improves power-on exits. As a
result, Ferrari says the 458 has 32 percent
better longitudinal acceleration coming
out of corners than the F430, largely be-
cause the quick-acting E-Diff 3 means the
Italias traction control intervenes much
less often. On top of that, Ferrari says
the 458 needs signicantly fewer steering
corrections per lap than the F430, a tell-
tale sign of its added composure. Through
Fioranos fast Turn 7, I was amazed at just
how well the car stuck, a testament not
just to the grip of the Michelin Pilot Sport
2s (235/35ZR-20 front, 295/35ZR-20
rear) but also to the E-Diff 3 and perhaps
even a bit of aerodynamic downforce.
On the mountain roads around Ma-
ranello, with the manettino set in Race
mode, a little warning light on the dash
would keep illuminating while I blasted
out of tight switchbacks, but I never got
the sense that the traction control or sta-
bility control was too heavy handed. The
car simply felt composed, and the view
out the frontaided by a low cowl and
prominent front fenders that help focus
your eld of visionprovides the driver
with an excellent take on where his next
quickly arriving braking point might be.
In automatic mode, on the way out of
town, the gearbox tended to upshift quick-
ly into 7th gear, likely for fuel economy
reasons. At that point, a mild application
of throttle occasionally would cause a
hint of detonation in this high-compres-
sion (12.5:1) engine before the transmis-
sion could drop down to the proper ratio.
My solution? Always use the paddles,
which are signicantly larger than those
of the F430. And thanks in part to thumb
buttons on the steering wheel that have
replaced the turn signal stalk, it seems
like your hands always have easy, unen-
cumbered access to the column-mounted
paddles, regardless of steering angle.
On the highway, the 458 cruises com-
fortably, its engine loud enough to be
heard but by no means drowning out nor-
mal conversation. The suspension, aided
by the longer wheelbase, delivers a re-
markably comfortable ride in the Sport
setting. Counterintuitively, the faster you
move the steering wheel, the less roll
angle youll get, so quick are the active
dampers. All the while, the steering assist
feels natural, now dependent on vehicle
speed, not engine rpm.
As for the engine, its powerband is
particularly fat. Although it could eas-
ily manage with two fewer ratios, its fun
working through all seven, albeit with
precious few places where that can be
done. In Sport mode, below 2500 rpm,
the exhaust is remarkably quiet, routed
through a mufer and out the center tail-
pipe. Above that rpm, apper valves route
exhaust around the mufer and into the
two outer tailpipes, creating that seduc-
tive mechanical wail we always associate
with Maranellos machines.
Inside, beautifully stitched leather al-
most goes without saying, with just the
right aroma and a handsome appearance.
At 6 ft. 4 in., I t more comfortably in the
458 than, say, a Lamborghini Gallardo,
thanks in part to a steering wheel that tilts
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40 R OA D & T R A C K www.roadandtrack.com
and telescopes. And that steering wheel,
though saddled with an increasing num-
ber of controls, manages to look sport-
oriented and uncrowded, aided by a more
compact airbag.
The dash has a modern
look. Front and center is an
analog tachometer, as it should
be, anked by two TFT (Thin
Film Transistor) screens. On
the right, the driver can dis-
play a speedometer, naviga-
tion screen, stereo informa-
tion or other infotainment,
although not a backup cam-
era. On the left, the most in-
teresting element of the VDA
(Vehicle Dynamic Assistance)
center is a pictogram of the
458 that uses algorithms to
calculate and show when the
engine, brakes and tires are warming up
(blue), ready for track action (green) or
need a rest (red), perhaps after an hour of
hot-lapping with test drivers Gabrielle de
Simone or Dario Benuzzi.
Fun stuff, all, on a technically brilliant
new Ferrari that proves absolute perfor-
mance and superb dynamics continue to
reign supreme at Maranello. And with
cars such as the McLaren MP4-12C on
the horizon, Ferrari has wisely raised its
game with the new 458, a car person-
ally named the Italia by President Luca di
Montezemolo. Thats a ringing endorse-
ment for this potent new berlinetta, which
goes on sale in June, priced at about
$210,000. Look for a Spider version
about a year later. As for a 458 Scuderia,
there are no plans for one right now, Fer-
rari perhaps reluctant to build a car that
usurps the Enzo in any way.
2010 Ferrari 458 Italia
Specications
List price est $210,000
Curb weight 3274 lb
Weight distribution, f/r 42/58
Wheelbase 104.3 in.
Length 178.2 in.
Width 76.3 in.
Height 47.8 in.
ENGINE & DRIVETRAIN
Type alum. block & heads, dohc V-8
Displacement 4499 cc
Bore x stroke 94.0 x 81.0 mm
Compression ratio 12.5:1
Horsepower (SAE) 570 bhp @ 9000 rpm
Torque 398 lb-f @ 6000 rpm
Redline 9000 rpm
Fuel injection direct
Recommended fuel 91 pump octane
Transmission twin-clutch 7-speed
paddle-shif manual
CHASSIS & BODY
Layout midengine/rear drive
Body/frame aluminum/aluminum
Brakes, f/r 15.7-in. vented & drilled
carbon-ceramic discs/14.2-in.
vented & drilled carbon-
ceramic discs, vacuum
assist, ABS
Wheels 20 x 8 f, 20 x 10 r
Tires Michelin Pilot Sport 2;
235/35ZR-20 f,
295/35ZR-20 r
Steering rack & pinion,
variable power assist
Suspension, f/r unequal-length upper & lower
A-arms, coil springs, elect.
adj tube shocks, anti-roll bar/
multilink, coil springs, elect.
adj tube shocks, anti-roll bar
PERFORMANCE*
0100 km/h (62 mph) less than 3.4 sec
0200 km/h (124 mph) 10.4 sec
0400 meters 11.3 sec
Top speed over 202 mph
*Manufacturers claims.
Note the aero slits just inside
the 458s headlamps. Air
travels in these ports and
out the large vents on
the top of the 458s
front fenders.
This slows the
air over the
front of the car,
increasing
downforce.
Ferrari says clean body sides are essential to the proper
functioning of the rear difuser. Thats why air for the engine
bay now comes from ducts on the bottom of the 458. Sleek
vents cleverly integrated into the C-pillars provide a ram air
efect, good for 5 bhp at the 458s 202-plus-mph top speed.
The outside edges of the aerolastic
winglets in the front inlets deect
down by nearly an inch at top speed,
directing less air to the radiators and
more beneath the car. The result: less
drag and slightly more downforce.
Coolers for the clutch (pass. side) and
gearbox (drivers side) act as spoilers,
creating a high-pressure area that
gives the 458 rear downforce.
Moreover, when that air ows
through into the wake of
the car, it decreases drag.
Aerodynamics at Work
One reason the 458 has nearly 800 lb. of
downforce at its top speed? This difuser,
which helps underbody airow join the air
behind the car in a less turbulent fashion.
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42 R OA D & T R A C K
2010 Ferrari
California
An aluminum Gran Turismo for the Golden State
BY JONATHAN ELFALAN
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 43
T
ODAY WE GET A CRACK AT AN INSTRUMENTED TEST OF
Maranellos newest GT on the tarmac of la pista di Vairano,
the FIA-approved road circuit within the expansive Vairano
Automotive Safety Center. Its quasi-remote location marries
the beauty of the surrounding idyllic Italian countryside with thoroughly
modern facilities, all located at an ideal 265 ft. above sea level. V The
center is roughly two or so hours from Ferraris backyard, where their
home Fiorano circuit services the majority of the companys testing
needs. But as its often the caseand today is no exceptiontrack time
is highly valuable and difcult to schedule, even from within. Thus, the
California and I were courteously chauffeured out so as to arrive fresh
and fully fueled for the long day of testing. V With the Ferrari unloaded,
and my drivers license scrutinized and documented by the track control-
lers, we were now cleared to venture out onto the main straightwhich
Im told has been used by the Scuderia Ferrari Formula 1 for accelera-
tion testing. Luca Torre, a head engineer for the California project, was
on site to give a rundown of testing procedures as well as answer any
technical questions I might have.
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44 R OA D & T R A C K www.roadandtrack.com
SEE MORE
PHOTOS
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VIDEO
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Slipping in from the drivers side, I felt
the soft tan leather being pulled taut over
rm padding that covers the lightweight
magnesium-frame seats. The thin but siz-
able column-mounted aluminum paddle
shifters are almost fully concealed by the
leather steering wheel when viewed head on,
but are always within a blind ngers reach.
With the morning chill already begin-
ning to dissipate, the temperature now
comfortably hovering around the 80s and
steadily rising, Torre takes about 10 sec-
onds to go over the launch procedure
about the time it would take the Califor-
nia to reach well
over 100 mph
from a standstill.
He explains, For
launch mode, the
manettino (which
varies the trans-
mission and CST
stability control) is
set to CST off, 1st
gear, hold button,
full gas, wait, and
then release the
brake. The button
Torre is referring
to is overtly la-
beled LAUNCH, which beeps after de-
pressing it and then displays LAUNCH
in the tachometers digital gear indicator,
for those who need the extra reassurance.
Flooring the throttle revs the at-plane
crank housed within this 453-bhp direct-
injected 4.3-liter V-8 ahead of me to an
unwavering 3000 rpm; over 75 percent of
the available 358 lb.-ft. of torque standing
ready to make the pavement scream. And
if you remember to wait momentarily, as
Torre advises, before releasing the brake,
the California will simply rocket out of
the hole with total computer-controlled
precision. Forget to wait, as I did, and
youll light up the 285-mm wide rear
Pirellis in a semi-sideways rolling burn-
out, which is fun but does you no favors
in winning drag races. Compared to pre-
vious Ferraris Ive been in, the California
launches and shifts with little drama. But
to call it subdued would be to call a 6-ft.
6-in. NBA player average.
An upshift takes a mere 20 millisec-
onds for the Californias 7-speed dual-
clutch gearbox40 milliseconds less than
the single-clutch F1-Superfast 2 transmis-
sion in the 430 Scuderia. Because one
clutch is engaging as the other releases,
the shift action is smooth yet not seamless
enough to be confused with an automatic,
which is what Ferrari intended. Ask Torre
what is the quickest possible shift time
they can achieve with this new 7-speed
box, and hell tell you zero. But Ferrari
knows that 0.02 secondsat least outside
of Formula 1are worth sacricing for
the spirit of driving.
My first successful launch rips out a
3.5-sec. 060-mph sprint, clocking the
quarter mile in 11.9 sec. at 116.9 mph,
which I gather is not half bad for an all-
aluminum Gran Turismo that weighs over
4000 lb. with my added mass aboard. The
Californias uniquely styled visagepay-
ing homage to the original 250 Califor-
nia of 1957cuts through the air better
than any of its kin, wind tunnel proven
at a 0.32 drag coefcient. The vertically
stacked exhausts are more than a design
stunt to defy convention; they actually
allow for proper air extraction coming off
the forged 19-in. rear wheels, preventing
lift. I keep my foot in much longer than
needed, partially because theres room
and partially because its fun, but also to
give the massive carbon-ceramic brakes
(which are now standard on all Ferraris)
an honest chance to show their mettle.
Being fitted to a GT, the Californias
brake pedal has been tuned accordingly,
not giving a whole lot of initial bite but
still offering a moderately rm feel. Get
into the brakes hard and the ABS surpris-
es with sharp pulses but works sublimely,
out-stopping almost every car weve ever
On the sun-baked Italian tarmac
the California sticks like mozzarella to an iron skillet.
The California
may lean like a GT,
but it grips like a
gorilla, which allows
it to perform at sur-
prisingly high levels.
It also benefits from
Ferraris F1-Trac trac-
tion control system,
which detects avail-
able grip to maxi-
mize exit speeds out
of corners.
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P
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0SEC 5 10 15 20
60
130
120
110
100
90
80
70
50
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P
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= mile
SCALE: 10 IN. (254mm) DIVISIONS
DRAWINGBY: TIMBARKER
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HACHETTE FILIPACCHI MEDIA U.S., INC./ROAD & TRACK
The Ofcial Fuel Partner
of Road & Track enriched gasolines
2
0
1
0
Ferrari
California
Ferrari North America, Inc., 250 Sylvan Ave., Englewood Clifs, N.J. 07632; www.ferrariusa.com
060 mph
A
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A

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E
3.5 sec
0 mile
11.9 sec
Top speed
est 193 mph
Skidpad
0.96g
Slalom
69.2 mph
Test Notes:
ACCELERATION
With CST of, select 1st
gear, lef-foot brake and
hit the launch control but-
ton. Beep will sound and
launch will be displayed
on gear indicator screen.
Flooring the throttle
holds rpm at 3000,
then release the brake.
Test Notes:
BRAKING
The ABS pulses sharply,
so youll know when its
activated. The pedal
has a medium rmness
that delivers a perfect
amount of initial bite. As
for the near-record brake
distancesthese are not
of-the-shelf Pirellis.
Test Notes:
HANDLING
The California has great
grip in transitions, with
mild understeer at the
limit. The rear end feels
wide, making it difcult
to maintain a tidy line
in the slalom. Theres
no need to mitigate
oversteerunlike in the
tail-happy 599 GTB.
PRICING
List price $192,000
Price as tested $200,822
Price as tested incl std equip. (F1 dual-clutch gear-
box, folding retractable hardtop, carbon-ceramic
brakes, leather interior, HD/CD/iPod connection,
auto. climate control, cruise control, touchscreen
navigation, Bluetooth, power-adjustable seats, key-
less entry, anti-thef system; pwr windows, mirrors
& door locks), CILR carbon-ber bridge ($4722),
gas-guzzler tax ($2100), dest charge ($2000).
GENERAL DATA
Curbweight 3925 lb
Test weight 4095 lb
Weight dist
(with driver) ,
f/r %
945 lb 1100 lb
46
%
54
%
950 lb 1100 lb
Wheelbase 105.1 in.
Track, f/r 64.2 in./63.2 in.
Length 179.6 in.
Width 74.9 in.
Height 51.5 in.
Groundclearance 4.5 in.
Trunk space 12.0, 8.5 (top down) cu f
ACCOMMODATIONS
Seatingcapacity 2
Headroom: 37.7 in.
Seat width: 2 x 17.5 in.
Legroom 45.0 in.
Seatback adjustment 30 deg
Seat travel 8.0 in.
INSTRUMENTATION
340-km/h speedometer, 10,000-rpm tachometer,
coolant temp, oil temp, fuel level
SAFETY
ABS, front & side airbags, traction & yaw control,
TPMS, pop-up rollbar, seatbelt pretensioners,
seatbelt force limiters
WARRANTY
Basic warranty 3 years/unlimited miles
Powertrain 3 years/unlimited miles
Rust-through na
ENGINE
Type/layout aluminum block & heads,
V-8/longitudinal
Valvetrain dohc 4-valve/cyl, variable
timing, chain drive
Displacement 262 cu in./4297 cc
Bore x stroke 3.70 x 3.05 in./
94.0 x 77.4 mm
Compression ratio 12.2:1
Horsepower (DIN) 453 bhp @ 7750 rpm
Bhp/liter 105.4
Torque 358 lb-f @ 5000 rpm
Redline/limiter 8000/8000 rpm
Fuel injection direct
Recommendedfuel premium
DRIVETRAIN
Transmission: 7-speed paddle-shif manual
Gear Ratio Overall ratio (Rpm) Mph
1st 3.40:1 15.10:1 (8000) 43
2nd 2.19:1 9.72:1 (8000) 67
3rd 1.63:1 7.24:1 (8000) 90
4th 1.28:1 5.68:1 (8000) 114
5th 1.09:1 4.84:1 (8000) 134
6th 0.86:1 3.82:1 (8000) 170
7th 0.72:1 3.20:1 est (7600) 193
Final drive ratio 4.44:1
Engine rpm@60 mph in topgear 2400
CHASSIS & BODY
Layout front engine/rear drive
Body/frame aluminum
Brakes Front: 15.4-in. carbon-ceramic,
drilled, vented & oat-
ing discs/6-piston xed
calipers
Rear: 14.2-in. carbon-ceramic,
drilled, vented & oat-
ing discs/4-piston xed
calipers
Assist type vacuum, ABS
Wheels Front: forged alloy, 19 x 8
Rear: forged alloy, 19 x 9
Tires Pirelli P Zero
Front: 245/40ZR-19 94Y
Rear: 285/40ZR-19 103Y
Spare tire puncture kit
Steering rack & pinion,
power assist
Steeringratio 13.3:1
Steering-wheel diameter 14.5 in.
Turns, lock tolock 2.6
Turningcircle na
Suspension
Front: upper & lower A-arms, coil springs,
tube shocks, anti-roll bar
Rear: multilink, coil springs, tube shocks,
anti-roll bar
ACCELERATION
Time todistance seconds
0100 f 2.4
0500 f 6.4
0900 f 9.3
01320 f ( mile) O 11.9 @ 116.9 mph
Time tospeed, sec
0120mph 12.6
0110mph 10.4
0100mph 8.6
090mph 7.0
080mph 5.7
070mph 4.5
060mph 3.5
050mph 2.6
040mph 1.9
030mph 1.3
020mph 0.8
010mph 0.2
BRAKING
Minimumstoppingdistance
From60 mph 106 f
From80 mph 188 f
Total swept area 835 sq in.
Swept area/ton 425 sq in.
HANDLING
Lateral acceleration* 0.96g
Balance mild understeer
Slalomspeed** 69.2 mph
Balance mild understeer
Lateral seat support excellent
*200-f skidpad; **700-f slalom, 100-f spacing.
FUEL ECONOMY
Our driving est 14.0 mpg
EPA city/highway 13/19 mpg
Cruise range est 274 miles
Fuel capacity 20.6 gal.
INTERIOR NOISE
Idle in neutral 70 dBA
Maximumin 1st gear 84 dBA
Constant 50 mph 77 dBA
Constant 70 mph 78 dBA
TEST CONDITIONS
Temperature 82 F
Humidity 42%
Elevation 265 f
Wind light
Location Vairano, Italy
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46 R OA D & T R A C K
tested from 60 mph (save for the Alfa
Romeo 8C Competizione) at 106 ft., and
tying the venerable Ferrari Enzo from 80
mph at 188 ft.wow.
The California is the first Ferrari to
have its V-8 reside fore instead of aft of
the cockpit, and as always, Ferraris front
midship placement and rear-mounted
transaxle keep its total weight biased to
the rear (by 4 percent in this case). Thus,
handling of the
California is up
to task whether
equipped with the
standard dampers
or the available
magnetorheologi-
cal system, as rst
seen at Ferrari on
the 599 GTB Fio-
rano. According
to Torre, absolute
perfor mance i s
virtually identical
between the two, although the magnetorhe-
ological setup offers two levels of damping
(selectable through the manettino), each
of which falls slightly to either side of the
standard suspensions tuning for a bit more
cruising comfort, or a tad less body roll
and compliance.
On this perfectly clean,
flat and thoroughly sun-
baked Italian tarmac, the
Californias double-wish-
bone front and multilink
rear suspension allow it
to stick like mozzarella to
an iron skillet. Its body
movements feel exagger-
ated but well controlled
and its not nearly as eager
to swing its rear out as the
599. Out on the less-than-
perfect and not-so-wide
Italian mountain roads
just outside of Maranello,
the California still feels
extremely competent, but
that irresistible urge to
travel at maniacal speeds isnt quite there.
A couple tight and cambered corners
(while two up) caused the suspension to
compress enough for the tiny underbody
winglets to graze the ground. Although
these aero-assisting elements are exible
to some extent and designed for such
incidents, the resulting sound is some-
thing I imagine no owner who values his
$200,000 investment wants to hear.
The Californias Pininfarina-penned styl-
ing is denitely most justied in the esh.
It can look overly bulbous from some pho-
to angles, but will then somehow shrink to
perfectly pleasant proportions once your
eyes capture its curves under natural light.
The beauty of the 2-plus cabin, on the
other hand, can be realized with your eyes
open or closed. You can specify two dimin-
utive rear seats or opt for a considerable
parcel shelf in lieu of them, which makes
more sense to me. The new 6.5-in. touch-
sceen infotainment system replete with
satellite navigation, Bluetooth connectiv-
ity, hard-drive storage and iPod interface
is denitely a surprise to see in a Ferra-
rithe last real modern item the company
has hesitated to adopt for one reason or an-
other. Our test car had a few options, most
notably a carbon-ber bridge ($4722not
shown in photos) suspending the controls
for the windows, hardtop and transmission
between the driver and passenger. This,
however, along with countless other items
that can be carbonized at your demand,
is just icing on a cake thats attractive in its
relative simplicity.
As I wind down the nal minutes of the
day, a few more sound verication pass-
es (albeit with the top down) are made,
listening to the hollow exhaust resonance
that Ferrari tunes specically to pull at
your heartstrings. I briey imagine my-
self back in my home state for which the
California is named, ying up the coast at
full throttle and, in the process, causing a
cosmic rift of some sort into which I dis-
appear. Not a bad way to go.
Above: Based
on interior finish
alone, there is no
mistaking that you
are indeed sitting in
a Ferrari. Below: On
the tight streets of
Italy, anyone associ-
ated with Ferrari can
do no harm in the
publics eye.
The beauty of the 2-plus cabin
can be realized with your eyes open or closed.
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48 R OA D & T R A C K
BY JONATHAN ELFALAN
ROAD TEST EDI TOR
The
R8
Odyssey:
Part 1 of 2
A high-speed ticket to heaven on earth
PHOTOS BY CHRIS CANTLE, JONATHAN ELFALAN,
GUY SPANGENBERG AND MARC URBANO
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 49
Well probably never be able to tell you what
its like to hold a really good lottery ticket, but to have the keys
to Audis rst exotic sports car placed in our hands for a long-
term test is close enough.
W
Surprisingly, convincing Audi we
needed to have an R8 for a year was the easy part. Months
after the sea of excitement started to ebb, it dawned on us that
this rare privilege shouldnt be squandered on just an ordinary
test for us. The scope of possibilities was broad but it required
proper execution. We needed to do something that would bet
and exploit the R8s abilities.
W
Having done multiple tests
comparing the R8 to other cars of its caliber, weve routinely
been impressed by its magical blending of highway civility
with a erce appetite for apexes. So, with that in mind, we
decided to have various staff members drive long distances in
the versatile R8 to several track days around the country
venues where the R8 would be allowed to run.
W
Thisalong
with the growing popularity of country club racetrack facili-
ties popping up all over the country, some of which weve
briey sampledbecame the driving force behind what weve
deemed The Ultimate Road & Track Road/Track Trip.
www.storemags.com & www.fantamag.com

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THE ROUTE WOULD TAKE US FROM CALI-
fornia to New York and back, with ve
editors driving the R8 for three straight
weeks, covering 9000 miles of tarmac
spread across 21 states, Canada (eh?) and
six of the coolest private racetracks in the
nation. Audi probably never imagined
wed explore the wonders, strengths and
weaknesses of their supercar this way, but
theyd already thrown us the keys.
NEWPORT BEACH, CA
TO PAHRUMP, NV (VIA LAS VEGAS)
Distance: 324 miles
BY JONATHAN ELFALAN
Blasting down Blue Diamond Road head-
ing west of the famed Las Vegas Stripa
road I remembered to be riddled with lum-
bering Caterpillar behemoths and dump
trucks some years backthe new asphalt
feels like a black velvet rug beneath the
R8s Pirelli tires, straying off into a barren
wasteland most visitors would probably
never consider exploring. The road gently
curves, dips and rises over the Potosi Moun-
tains before it opens and stretches out in
perfect panoramic clarity for miles.
You can pick out the locals on this road.
Theyre usually the ones traveling within
the realm of the national speed limit. Oth-
erwise its a state troopers happy hunting
grounds out here, as drivers are easily
coaxed into triple-digit speeds by the open
terrain. Given this opportunity, though, I
wouldve been guilty of a higher crime by
not exploring the breadth of the R8s taut
and phenomenally stable chassis.
As the small unassuming town of Pah-
rump, Nevada, comes into view, it doesnt
look like much to get excited about be-
yond being assured that theres civiliza-
tion out here. And thenjust like the
proverbial desert oasisSpring Mountain
Motorsports Ranch uncloaks itself with
the shock and awe youd anticipate from
Sin Citys Strip. The wail from a pack of
high-strung Radical SR3 inline-4s elic-
its a Pavlovian speed response from my
pysche, and causes me to nearly forget to
refuel before the days activities begin.
We arrive at the nearby Shell station just
45 minutes after leaving the parking lot of the
Rio casino/hotel back in Las Vegas proper,
and pull up at a pump adjacent to two guys
and a pair of conspicuously modied Nissan
GT-Rs. This town is already beginning to
feel like Nevadas best-kept secret for people
like me, not a town off the beaten path best
known for its historic brothel museum.

SPRING
MOUNTAIN
MOTORSPORTS
RANCH
www.SpringMountainMotorsports.com
As we arrive at the entrance to Spring Mountain,
two large, mechanically operated wrought-iron
gates swing open in grandiose fashion. Budding
palm trees anking the entry lend a resort-like
ambiance to the facility.
The extensive details and amenities that under-
line Spring Mountains vision of a car enthusiasts
Eden are almost as impressive as the rate at which
it has grown. Californian John Morris, one of the
co-founders I met that day, reects his own multi-
faceted nature in the development of this top-rate
facility. Having made his success through real
estate website design, Morris was bitten by the
motorsports bug in 2002 when he attended a cou-
ple of Skip Barber racing schools. Through contacts
he made while SCCA racing, he eventually came to
acquire Spring Mountain Motorsports Ranch with
his business partner Brad Rambo in 2004.
Since then, what was once a modest 2.2-mile
track with some permanent tent facilities has ex-
panded to include an 1.5-mile loop (with a congu-
rable kart track) and a conglomeration of buildings
that comprises 56 private rental garages, an exotic
car dealership, indoor gun range and racquetball
courts, service bays for the tracks dedicated school
cars (which include Corvettes, Lotuses and Radi-
The allure
of the Vegas Strip
draws millions of
visitors (and their
dollars) from around
the globe yearly,
which is easy to see
once youre here.
Play in Pahrump,
stay in Vegas.
www.storemags.com & www.fantamag.com
51
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cals) and a member-exclusive clubhouse replete
with a workout room, a pool and full spa services.
Moreover, construction of two 13-unit condo-
minium buildings has already begun, and theres a
79-room hotel planned. Over the next three years,
were also told to expect an additional three miles
of track (for an over-6-mile-long road course), a 9-
acre lake (thats right, a lake), as well as restaurants
and gas stations to ensure that youll never have to
leave once youve arrived.
For a true enthusiast, though, all this glitz would
be for naught if the track itself were uninspiring. I
found Spring Mountains full 3.5-mile road course
to be quite the contrary. The R8s fresh tires mount-
ed just the day before got up to temperature quickly
in the Nevada summer heat as I entered the tracks
Radical Loop at speed. This entry point drops
you right into the most dramatic elevation change,
one of Morris own designs, and is enough to get
you airborne given enough speed. The of-camber
sweepers, hairpins and high-speed chicanes90
percent of which are blindwouldnt be nearly as
fun if not for the generous desert runof areas the
location afords. In the R8, this tracks rhythm and
character become instantly addicting. With each
lap comes a small leap of faith, my brain second-
guessing the previous laps visual references, while
the Quattro all-wheel-drive system delivers foolish
levels of cornering condence. If not for the cross-
country journey ahead, I wouldve worn these tires
to the cords.
Membership to Club Spring Mountain comes in at
diferent levels, the most general of which requires
a one-time initiation fee of $15,000, a monthly fee
of $200, and a day-use fee of $60. This Classic
Membership grants a minimum of 10 available
track days a month including three weekends.
Wrapping up the day at Spring Mountain, I
had a chance to chat candidly with a few of the
members who had nothing but great things to
say about their experiences with the club and the
very friendly and approachable John Morriswho
himself relished every opportunity that day to race
(er, beat up on) other members in a Radical SR3.
The allure of Spring Mountain has already drawn
its fair share of high-prole clients. But as it turns
out, its also a great leveling plane once youre
belted in and the outside world disappears.JE
The Clubhouse at Spring Mountain
Motorsports Ranch serves as the perfect
retreat for bringing things back down to
speed after your intense track sessions.
We enjoyed a catered lunch here courtesy
of Spring Mountain, on a gorgeous summer
day that would have been perfect for a dip
in the pool. Not a bad way to deal with the
90-degree desert heat...
Spring Mountain
Motorsports Ranch
A private oasis of speed nestled in
the arid Spring Mountains.
3.5 miles, 18 turns (full circuit)
8 track congurations
55 miles from Las Vegas
264 miles from Los Angeles
The Drop, as its called, is one of the coolest elements featured in the Radical Loop
portion of the track. Below, this SR3 sees the track when its owner isnt out fighting crime.
www.storemags.com & www.fantamag.com
52


R
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PAHRUMP, NV TO CHICAGO, IL
Distance: 1946 miles
BY JONATHAN ELFALAN
A two-day journey to Illinois from Ne-
vada is one that requires a pinch of plan-
ning and a dash of haste. Leaving Nevada,
Ive got about a weeks worth of clothes,
a driving helmet, laptop computer and
Nikon D-SLR packed into the R8, which
shouldnt have presented any packing
challenges except that I had to nd space
for a photo assistant named Vince to t as
well. Its surprising the amount of cubic
void area we found within the cabin after
discovering how quickly we could ll the
front trunk. A fair amount of cargo space
exists between the seatbacks and rear
bulkhead, and a certain seatback angle
creates the ideal nook for a helmet-shaped
object, like a helmet. Perfect!
The relentless desert heat combined with
a full day of track ogging caused the cars
oil consumption to go up, throwing us a
low-oil caution around St. George, Utah.
Audi recommends a special synthetic oil
meeting VW standard 502 00 at a weight
of 0W-40, which you are almost guaran-
teed not to nd on any standard road route.
Theres also an apprehensive nod to some-
thing that comes relatively close. With no
other choice, we opted for the highest qual-
ity 5W-30 we could nd and called it a day.
Making it as far as Colorado Springs
the rst day, we had set up our late-night
hotel arrival by booking a room at the rst
place that came up in the R8s navigation
system. As fates sense of humor would
have it, our Cliff House Hotel at Pikes
Peak was voted most romantic hotel
fours years runningits a good thing we
were getting an early start in the morning
(Hey, how about them Bears?).
Before leaving Colorado, a drive up the
legendary road to the 14,110-ft. Pikes Peak
summit was in order. Intermittent gaps in
the tourist trafc allowed for some antics
in the dirt sections, although I imagine
things wouldve been a bit more fun if it
werent for the pace bicycles we caught
up to at one point. Upon reaching our ob-
jective, we took a minute or two to appre-
ciate the crisp air, the majestic view and a
passing comment from a fellow who said
we were a couple weeks early for the races.
Little did he know that our race was east of
this peak, in Illinois.

Execution is what the R8 is all about.


If you want to do it right, the carbon pack-
ages, in our opinion, are a must if youre
splurging for this supercar. The subtle wing
deploys at speed to keep the rear planted
(verified at 180 mph, we might add).
www.storemags.com & www.fantamag.com
acura.ca
News gotten old. Its exhausted, winded and seen better days.
So lets not call this new. Lets call it something else.
Lets simply call this next.
Introducing the Acura ZDX. Introducing NEXT.
THIS IS NOT NEW.
www.storemags.com & www.fantamag.com
54 R OA D & T R A C K
CHICAGO, IL TO
MONTICELLO, NY
Distance: 837 miles
BY SHAUN BAILEY
In downtown Chicago I took the keys.
The warm evening was lled with a vi-
brancy that comes only from a highly
populated metropolitan area during sum-
mer. The slow traffic gave everyone a
good chance to ogle the R8. In our jaunt
across the country, we learned that few
are too abashed not to look and point.
Id have loved to stay and savor the R8,
but I had to be in New York in less than
48 hours. So with photographer Marc
Urbano in tow, I headed to Michigan. We
got four hours of sleep before making a
run to the border. Our shortcut through
Canada started off with a half-hour con-
versation with border patrol. They wanted
to know all about the car. Hard to blame
them; I still get a rush looking at it. Its
unique and subtly beautiful.
It does, however, have that imprac-
ticality of being a mid-engine exotic.
My luggage is in Marcs Jaguar chase
AUTOBAHN
COUNTRY
CLUB
www.AutobahnCountryClub.net
Joliet is a small city many have never
heard of, located 45 miles outside the heart
of Chicago. It is here the R8s nav system
guides me down a road that has the same name of my
destinations street address, but leads me to believe that
Ive fallen victim to electronic folly. I pass by a couple of
residential neighborhoods, over some railroad tracks
and under a small bridge before hitting a road strewn
with potholes that might possibly bend an exotic wheel
or two, or maybe swallow a Smart car whole.
The surroundings may have caught me of guard
at rst but then I began to recall, with a bit of nos-
talgia, the various tracks around Europe with simi-
lar infrastructure, revealing their well-concealed
treasures only to those who know to look for it.
The Autobahn Country Club started as a fantasy
dreamt up by four guysMark Basso, Mike Keck,
Steve Wagner and Tim ODonnellin the manner
that many ingenious ideas are concocteddrawn on
a bar napkin following a couple of beers. Fortunate-
ly, these guys have tremendous follow-through,
car, because even though it would fit,
I dont want my duffel bag and helmet
wedged behind the seats. Its a good
weekend car, where you need only a
friendly companion and twisty road to
have a good time.
On the way to Niagara Falls, the at
and straight road is barren of automo-
tive entertainment. The cars centralized
mass and well-tuned suspension mini-
mize pitching and bucking. The resul-
tant ride is great for long stints on the
road. The cabin is even quiet when the
engine is kept below 4000 rpm.
We were greeted with regularly sched-
uled fireworks as we crossed back into
the U.S. We got off the highway and took
some back roads through deep forest
country where the R8s high beams pen-
etrated the darkness. With a vigilant eye
out for deer, we made good time, crossing
through Ithaca at about midnight. After a
brisk four hours of sleep, we arrived at the
Monticello Motor Clubthey received us
with hot coffee in the VIP lounge. Wed
arrived, and it felt like it.

www.storemags.com & www.fantamag.com


www.roadandtrack.com F E B R U A RY 2 0 1 0 55

R
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and with the help of 40 founding members (aka
investors) erected what has become one of the pre-
eminent private racetracks in the country.
Upon passing under a simple brick and steel arch-
way, the neatly manicured green turf that covers
every unpaved inch of this facility provides a stark
contrast to the parched lands out west. This place is
so vast, I cant spot a single corner of its over-3.5-
mile track from this vantage point.
I met Steve at the front gate as he led me into the
main paddock and clubhouse area where some of
the regular members were already setting up for the
dayand by regular I mean an entire motorcycle
race team and their 18-wheeler rig. With the clubs
strong emphasis on safety, I undergo a mandatory
check ride with Tony Kester, one of the track marshals
with the authority to grant or deny my access.
The full track is split up into two linkable loops
that give the Autobahn the exibility to host weekly
events without compromising the arrive-and-drive
track time promised to its memberswhich by
the way is six days per week between April 1 and
Halloween. A dedicated half-mile kart track is also
available for member use on weekends, as well as
various days during the week.
Today we are running on the longer and more
technical 2.1-mile South Loop, boasting 15 turns
crafed by veteran track designer Alan Wilson
whose previous works include Barber Motorsports
Park and Gingerman Raceway among others.
Following my approval to get on track, a friendly
guy named Joelone of the track regularshas
pulled up in a stunning red Audi R8 with silver
sideblades and graciously ofers to take me out for
a lead-follow session. A more perfect arrangement
couldnt have presented itself. I was soon having my
ideal braking, turn-in and track-out points served up
on a silver platter and reaping the benets of driving
lap afer lap as Mr. Wilson intended. Only during
the subsequent sessions, when I wasnt connecting
the dots my new friend had laid out, did I realize
how easy it was for impatience to creep in and turn a
corner completely ugly. This is a track that requires
some work to master, and as a member Id have
around 183 days a year with which to do so.
The cost of Autobahn admission is a one-time
$35,000 initiation fee and $4000 annually, and
unless I sign up for professional driving instruc-
tion, rent out the clubhouse for a private event, or
purchase an on-site lot in which to build my own
retreat quarters (like Bobby Rahal has), thats where
the fees end. What couldve easily been the deciding
factor for me was back in the clubhouse, where I was
surveying a simple but delectable menu put together
by the tracks own executive chef. A quick trackside
lunch soon turned into the trips best meal: a but-
ter-sof ribeye steak topped with grilled onions and
mozzarella, sandwiched between two halves of a
French rollAnthony Bourdain, take note.
The location of Autobahn, removed from a
densely populated and well-known area but still
within reach, delivers mystique and appeal at the
same time. Some might think it difcult to live in
the shadow of a great city, but its also a place to
shine your brightest.JE
The dynamic here at Autobahn is relaxed
and friendly. Everyone knows everyone and
is willing to shoot the breeze while kicking
tires in the paddock or over a cup of coffee
in the clubhouse. Right: Mike Keck gives us
a tour of his three-story trackside team unit.
Autobahn Country Club
Fast, technical and rened,
with large, trackside quarters
that will blow your mind.
3.56 miles, 21 turns (full circuit)
3 congurations
45 miles from Chicago
195 miles from Indianapolis
www.storemags.com & www.fantamag.com
56 R OA D & T R A C K www.roadandtrack.com
RM
MONTICELLO, NY
TO PITTSBURGH, PA
Distance: 367 miles
BY SHAUN BAILEY
After the Monticello Motor Club it was
a 367-mile jaunt to Pittsburgh, Pennsylva-
nia. We didnt make it far before both the
coffee and adrenaline high of driving the
track wore off. A nap was in order. The R8
makes for a cozy tent, but it is about as
comfortable for sleeping as an airplane seat.
Marc, in the Jag, slept like a baby. When we
awoke, a rustling in the dark and spooky
woods nearby got our blood owing. We
hypothesize it was a bear, but have no proof.
At sunrise, on our approach to Pitts-
burgh, we encountered more wildlifea
suicidal deer. The R8 escaped its wrath,
but the Jaguar took a hit that left the car
with supercial wounds.
In the home stretch, the R8 got as many
looks as when it was picked up. Even be-
ing covered with a thousand bug splatters
couldnt detract from the cars allure. I will
miss it when it leaves our eet.
Please see The R8 Odyssey, Part 2, in
our next issue.
MONTICELLO
MOTOR CLUB
www.MonticelloMotorClub.com
This is my third visit to the Monticello Motor Club
(MMC) since it opened last summer. Im a lucky
guy, especially since Im now here in an Audi R8 and
have been granted temporary member status. That
means unlimited track time. If only I had more tires
and brake pads
Unlike many other country-club tracks, MMC has
no aspiration to host public races. Instead, it caters
to the well-heeled car enthusiast who wants track
time without the hassle typically associated with
conventional group track rentals. Full members
have nearly unlimited access to the track during the
summer months that run between April and No-
vember. Do you live in New York City, collect vintage
race cars and need a place to play with them? Then
this is the club for you. The circuits grounds were
nished last summer and at this point the tracks
surface is fully worn in. Surrounding the 4.1-mile
course is deep forest, lush grass, plenty of runof
and a beautiful absence of typical racetrack bally-
hoo. There are three large pits, and the track itself
can be broken into three small tracks. However, its
typically just split into two, and today the members
are running on the north loop.
Getting there is half the fun, doubly so
in an R8. Onlookers at Niagara Falls (be-
low) had trouble deciding what to look at.
Cross-country tip: For the cheapest car
wash in Niagara, just park near the falls!
Check out the Video! See more photos and buy a print!
roadandtrack.com/r8
www.storemags.com & www.fantamag.com
57
RM
Its a fast set of corners that ows seamlessly
with plenty of elevation change. There is nothing
at, square or simple about it. Every lap presents an
opportunity to learn the line better. To me this is the
U.S. equivalent of Race Resort Ascari in Spain and
ranks high among the most enjoyable tracks Ive
ever driven. We can thank the collaboration of Bruce
Hawkins with Brian Redman for its design.
With an entire day to spend at the facility I had
ample time to relax and enjoy the tracks other
amenities. A two-story temporary structure has
been erected while the permanent structures are
being built. The future buildings will house garages,
lodging, a restaurant, tness and spa facilities.
Although I couldnt get a massage, I was able to
dine on the members-only second-oor veranda
overlooking the southern course where a group of
motorcyclists hosted a track day. Afer a superb
lunch and interesting conversation with a member
who was there to shake down his vintage Porsche
914-6, I went right back to enjoying our R8.
With my multitude of laps, the north course
was becoming quite familiar to me. On occasion
a member would venture out and give chase. The
camaraderie of members and gentlemanly racing
manners are exemplary. Everyone here is having
fun and has nothing to prove. Why cant all track
days be like this?
An owner of a ne automobile should learn the
skills to use it, and MMC provides instruction. Driv-
ers of all skill levels are allowed to run, whether to
explore the limits of an exotic car in a safe environ-
ment, or to race wheel-to-wheel. Dont own some-
thing suitable for track use? Then pick one of the
club cars as a rental. They include, among others, a
Ford GT, Lotus 2-Eleven and Ferrari 360 Stradale.
Everything has its price, though. For the exclusiv-
ity of full membership and all the benets, be pre-
pared to pay an initiation fee of $125,000, about
the price of our Audi R8, and then a very reasonable
$7500 every year thereafer. Out of my price range,
but Im a lucky guy, so Im sure Ill be back.SB
Monticello
Motor Club
An extraordinary circuit for the
discerning driving enthusiast.
4.1 miles, 22 turns (full circuit)
3 track congurations
103 miles from New York City
118 miles from Philadelphia
No expense was
spared on the tracks
three-car-wide surface.
The VIP members area
temporarily occupies the
top floor of this tent,
which includes a veranda. If the tent is any
indication of the quality of MMC, expect the
permanent structures to be world-class.
Its a fast set of corners that ows seamlessly with plenty of elevation change.
There is nothing at, square or simple about it.
www.storemags.com & www.fantamag.com
2009 MacNeil Automotive Products Limited
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Canadian Customers; www.WeatherTech.ca 800-441-6287
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64 R OA D & T R A C K
NARDO, ITALYTHE ALMOST-ANNUAL CONTINENTAL TIRE/
Auto Bild Sportscars High Performance tuner event is a pretty straight-
forward affair: Run your car at-out for three laps around the Nardo
Proving Grounds 7.8-mile ovalmaximum speed reached is all that
matters. All competitors run on Continental tiresmany on
ContiSportContact 3s, several faster runners on 224-mph
rated ContiSportContact Vmaxes and the fastest on a
special Vmax rated to 249 mph. All aftermarket parts
used must comply with strict German certication
laws, meaning such things as approved mufer
systems and catalytic converters.
Germanys premier tuners blast around the Nardo oval
for a run-what-ya-brung top-speed event
BY MIKE MONTICELLO
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www.roadandtrack.com F E B R U A RY 2 0 1 0 65
So how would 18 of Germanys best
tuner cars stack up around Nardos banked-
but-bumpy oval? And would anyone be
able to break the all-time Nardo speed
record of 251.0 mph set in 1979 by a Mer-
cedes-Benz C111-IV prototype? Read on:
9ff may be a relative newcomer in the
high-end European tuning world, but that
didnt stop owner/founder Jan Fatthauer
from bringing three stunning models, the
most intriguing of which was a 1000-
bhp 911 Turbo-based coupe called the
9ff TR 1000. In building this impres-
sive machine, 9ff left few engine pieces
unmodied. Steel cylinders with special
forged pistons were used to reach a 4.0-
liter capacity, while other 9ff parts include
a new crankshaft, camshafts, titanium
connecting rods, cylinder heads, bigger
turbos, larger intercoolersand a nearly
8000-rpm redline. Everything was done
that was possible, said Fatthauer.
Poor timing saw the TR 1000 run last
on Saturday, in complete darkness. As
such, Fatthauer, who did his own driving,
said it was dangerous to run above 225
mph. Back for a second attempt on Sun-
day, Fatthauers road-burning TR 1000
convincingly laid down the fastest speed
of the event: 233.5 mph. Want 9ff to rep-
licate this car? Bring about $340,000.
The main objective for Ingolstadt-based
Hohenester (known for its race cars and
extreme Audi conversions) when it set
out to build the HS650G was to produce
the fastest street-legal natural gas-pow-
ered car in the world. What started out
as an Audi A4 Quattro has turned into a
650-bhp top-speed machine. The 3.0-liter
twin-turbo V-6 was completely rebuilt,
with new pistons, crankshaft, connect-
ing rodseverything. Hohenester also
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66 R OA D & T R A C K
completely enclosed the cars underbody,
added disc wheels (made to look like
multi-spoke BBS versions) and stiffened
and lowered the suspension.
With a top speed of 218.5 mph, the
HS650G was the second-fastest car at
the event, although it had previously run
226.2 mph at the 7.6-mile Papenburg
track in Germany. We must have lled
up with lower-grade gas, said Jrgen
Hohenester, son of company founder Al-
fons. As far as driving an Audi A4 at over
218 mph, Hohenester said it was actually
quite easy, Because Nardo is kind of like
one big long straightaway.
Unfortunately, the HS650Gs future
looks grim. While Hohenester says the
car could be certied, Its extremely dif-
cult and costs a lot of money.
As the only American-based car at the
event, the Geiger Z06 Bi-turbo held spe-
cial interest. After bumping the Corvette
Z06s V-8 to 7.6 liters (up from 7.0) and
tting twin turbos, the Geiger now puts out
790 bhp and 620 lb.-ft. of torque. Munich-
based Geigers goal at Nardo was to break
its own Corvette record of 208.9 mph, set
with a normally aspirated 590-bhp Z06.
The lime-green Geiger Vette sounded
raucous as it thundered by our post, but a
mechanical glitch halted the car on track
during Saturdays runningit had man-
aged a speed of 208.5 mph, just shy of the
record! Refusing to give up, the Geiger
folks came back the next morning, and,
despite the lack of a working clutch, laid
down a 213.1-mph run, setting their per-
sonal best for the Corvette.
For its latest creation, renowned Mer-
cedes-Benz tuner Brabus stuffed a twin-
turbo V-12 under the hood of a Mercedes
GLK350, creating the Brabus GLK V12.
Some serious Brabus magic pulled 750
bhp and 959 lb.-ft. of torque out of the
6.3-liter engine. Far more than just an en-
gine swap, the rear-drive GLK V12 is also
equipped with mammoth brakes (hidden
by aerodynamic wheels, which are said to
aid rear stability), a lowered suspension
with special springs and dampers and
modied front and rear axles.
The Brabus GLK V12s top speed of
200.3 mph not only shattered the previ-
ous SUV record of 191.6 mph held by
a Sportec Cayenne Turbo, but the little
GLK also held off TechArts mighty
Cayenne Turbo, which posted a 199.6-
mph run at Nardo.
Will Brabus sell the GLK V12 in the
U.S.? The answer was: Yes, if there is a
9ffs TR 1000 (above left) posted the highest top speed, an impressive 233.5
mph. Above, TechArts Cayenne Turbo battled the Brabus GLK V12 for top SUV
honors, the glory going to the little GLK. Geigers bi-turbo Z06 (below) was ham-
pered by mechanical issues, but still posted a 213.1-mph run. Hohenesters natural
gas A4 (left) recorded the second-highest top speed of the weekend: 218.5 mph.
1
9f TR 1000 911 Turbo 233.5 mph
2
Hohenester HS650G Audi A4 218.5 mph
3
Geiger Corvette Z06 Bi-turbo 213.1 mph
4
Edo Competition Gallardo LP600-4 211.2 mph
5
Abt Audi RS 6 Avant 208.3 mph
6
MKB Mercedes SL65/12 TT 205.2 mph
7
Brabus GLK V12 200.3 mph
8
TechArt Cayenne Turbo 199.6 mph
9
Manhart BMW M3 5.0 V10 Touring 197.0 mph
10
Abt Audi R8 195.3 mph
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www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 67

ROADANDTRACK.COM/nardo
LOG ON TO SEE MOREPHOTOS
demand. At nearly $750,000, one wonders
how much of a demand there could be
For a car that started life as an E91
BMW 3 Series, the Manhart M3 5.0 V10
Touring has come a long way. Think M3
wagon (if BMW built one) with an M5
V-10 stuffed under the hood. With Manhart
headers and exhaust, as well as HJS cata-
lytic converters, an extra 50 bhp was mas-
saged out of the 5.0-liter engine. It retains
the M5s single-clutch SMG II 7-speed
paddle-shift gearbox, but adds Bilstein
suspension, M5 front brakes and M3 rears.
To help this mighty 3 Series knife
through the air to an impressive top speed
of 197.0 mph, Manhart also added new
front and rear fascias and a rear spoiler.
The engine swap alone costs $73,000; the
complete car, $200,000.
Performing a top-speed run well into
dusk might not have been a preferred time
slot, but it was the perfect time for those of
us watching the supercharged Abt Sports-
line Audi R8, as it thrilled with its guttural
V-8 music, along with blue ames shoot-
ing from its stacked quad exhaust.
The Abt supercharger kit (about
$47,000) fitted to the R8s 4.2-liter V-8
brings power to 530 bhp. Abt (which, be-
sides tuning VWs and Audis, also runs
Audis factory DTM race team) also added
a body kit (Abt products are sold in North
America through GGI European Tuning),
which includes new front and rear fascias
and a fixed rear wing.
The supercharged Abt hit
195.3 mph, just shy of the
stock R8 V-10s claimed
196-mph top speed.
Winning f irst prize
in the Youve got to be
kidding me! category
was TH Automobiles
TH2 RS. Whats wacky
about it? Well, what
started life as a pedestrian Volkswagen
T5 van has been made into The Worlds
Fastest Brick.
First, TH Automobile swapped the en-
gine from the front to the rear. But instead
of a VW unit, TH dropped in a Porsche
twin-turbo at-6 breathed on by 9ff to pro-
duce 800 bhp. The rear axle and 6-speed
manual transmission come straight from
Porsche, as do the brakes.
The interior was also completely re-
modeled, the drivers position switched to
a central location, along with four carbon-
fiber racing buckets for passengers. To
handle the TH2 RSs aero-defying speed
of 193.1 mph (breaking the previous van
record of 169.6 mph, set by a Claer-tuned
T4 VW van), H&R provided an air sus-
pension system that adjusts the ride height
among three different levels depending on
speed. TH claims the van can hit 62 mph
in just 4.5 sec. A customer version would
cost somewhere north of $225,000.
The goal for the AC Schnitzer ACS3
3.5d Coupe was to break the diesel
mark of 174.0 mph set by a DMS-tuned
BMW 535d. First step, add power: An AC
Schnitzer Performance Upgrade and ex-
haust bumped the 335ds 3.0-liter inline-6
turbodiesel to 310 bhp and a stump-pull-
ing 502 lb.-ft. of torque. An AC Schnitzer
Racing suspension system kept the car on
track, while AC Schnitzer front and rear
fascias helped with the aerodynamics.
One of the most normal-looking cars at
Nardo, the ACS3 3.5d quietly went about
its business, clocking a 179.4-mph run,
setting a new German street-legal diesel
record in the process.
A 1000-bhp 911 Turbo? A 3 Series
with a V-10? A VW van with an 800-bhp
Porsche engine, and a twin-turbo Z06?
Talk about cool cars! And speaking of
that Vette, wouldnt it be interesting next
year if some American tuners found their
way to Italy...
Manharts 3 Series-based wagon (above left) has an M5
V-10 stuffed under the hood. Above, AC Schnitzers 3.5d
coupe broke the street-legal diesel record. Below, what used
to be a VW van is now the TH2 RS: 800 bhp and 193.1 mph.
11
Lorinser C LV8 Mercedes 194.6 mph
12
TH Automobile TH2 RS VW van 193.1 mph
13
9f PT-55 Panamera Turbo 191.1 mph
14
Edo Competition Panamera Turbo 189.8 mph
15
AC Schnitzer ACS4 3.5i BMW Z4 188.3 mph
16
AC Schnitzer ACS3 3.5d BMW Coupe 179.4 mph
17
9f Speed9 911 Turbo 178.9 mph
18
Steinmetz Insignia OPC Opel 178.6 mph
What started life as a pedestrian
Volkswagen T5 van has been made into
The Worlds Fastest Brick.
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68 R OA D & T R A C K
GREEN IS IN. IN FACT ITS NOT ONLY IN,
its more popular (dare we say trendy?)
than ever, especially in discussing the
future of the automotive industry. But
another trend I see among some green
enthusiasts is an overeagerness to hop
on the electric bandwagon and write off
petroleum-fueled vehicles altogether (did
you know the energy in a liter of diesel is
equal to 154 lb. of Li-ion batteries?).
Forward thinking is great, dont get me
wrong, and a concerted effort is what will
ultimately create the infrastructure needed
to expedite these great new technologies
into the daily life of the consumer. But
in our quest for new ideas and a cleaner
future, sometimes the most creative an-
swers can be found where others have
overlooked.
I visited Munich for a few days to par-
ticipate in a BMW technology innovation
workshop, where the Bavarians revealed
many clever ideas. Some were universally
applicable and others contend we havent
exhausted all efforts of improving our in-
ternal-combustion-powered mobility. As
the evolving alternatives make their way
to reality, lets not neglect the small steps
in the meantime, or throw the baby out
with the bucket of crude.
HEAT MANAGEMENT
Heat is energy any way you slice it.
Whether you are harnessing that energy
through turbocharging, or avoiding the ki-
netic creation of it (through regenerative
braking), its a good way to yield a net gain
in efciency. BMW took another look at the
heat equation and noticed that despite these
good efforts at heat management, there was
still much valuable heat being lost.
Each time the engine undergoes a cold
start, typically meaning a start-up at or
close to ambient temperature, there is a
signicant amount of additional energy
required (and thus fuel consumed) than
if the engine were already warm. The
reason for this is oil is more dense at low
temperatures, which increases friction of
an engines internal components, and thus
the amount of work it must perform.
The effect of cold can be seen in
various systems, a parallel example being
ushumans, that iswho shiver to cre-
ate warmth when were cold, and use en-
ergy each time we do. For me, a sweater
is what I usually wear to cut down on my
heating costs, which is exactly the thought
process behind BMWs engine encapsula-
tion idea. BMW states that by trapping
the residual heat after an engine is turned
off, with a type of insulating cocoon sur-
rounding the engine, they were able to
see a fuel savings of up to 0.2 percent for
every degree C of heat the engine retained.
In their study, the typical downtime for an
engine on any given day was between 5 to
8 hours (think work hours or overnight),
which yields about a 2 percent fuel savings
Efcient thinking
BY JONATHAN ELFALAN
Although BMWs stage 1 thermoelectric
generator is not revolutionary, this fuel-
saving system is ready to see production.
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www.roadandtrack.com F E B R U A RY 2 0 1 0 69
within that window. Engine encapsulation
also comes with the added benet of better
sound isolation and protection for heat-
sensitive components around the engine.
BMW made mention of a number of
exhaust heat exchangers that would be
more efficient at bringing various other
components (such as transmissions) up
to temperature, as well as servicing some
interior heating needs (a huge area of sav-
ings for diesel vehicles in particular), but
I was most intrigued by their simple, yet
ingenious idea of a thermoelectric genera-
tor (TEG).
THE THERMOELECTRIC GENERATOR
Depending on your vehicle and equip-
ment, BMW says that electric power de-
mands account for 3 to 8 percent of your
vehicles fuel consumption. Taking a look
at the existing engine architecture, they
noticed that the exhaust gas recirculation
(EGR) cooler, used for reducing NOX
emissions at warm-up,
and the hot exhaust gas
stream provided a tem-
perature differential sufcient to generate
electricity with a thermoelectric semicon-
ductor material.
With the EGR-TEG system they set
up on a production 5 Series diesel, they
were able to see as much as 250 watts of
power, which is about half of the electri-
cal demand for this particular car.
The greater the temperature differential,
the more electricity is generated, which
has BMW already investigating larger
underbody systems that better utilize the
exhaust stream and involve more sophis-
ticated semiconductor materials, which
may someday provide for 100 percent of
a cars electric needs.
LASER TECHNOLOGY
Cutting down on electrical demand is
another approach to increasing efciency,
and though it may seem like split-
ting hairs at this level, its an in-
tegral piece of the bigger picture.
Many cars now offer informa-
tion screens in
the form of
liquid crys-
t al di spl ays
( LCDs ) o r
even thin film
transistor (TFT)
LCDs that pro-
vide visuals
for everything
from naviga-
tion systems
t o vi r t ual
gauge pods and head-up displays (HUDs).
BMW states that back in 2003, their HUD
unit fitted to a production 5 Series re-
quired about 22 W to operate. The system
has since become more efficient in the
2008 7 Series requiring just 13 W, with
one in the works that has close to half that
energy demand. However efcient these
current units have become, theyve just
about reached their performance peak,
which has BMW looking to laser projec-
tion systems for multiple reasons.
By comparison, laser technology
(showcased in their Mini Center Globe
concept) not only provides brighter and
far more intense colors over TFTs, but
has the ability to project sharper images
on multiple layers (3D infotainment!), is
unaffected by low temperatures (TFTs
slow down in the cold) and is more en-
ergy efcient due to selective pixel acti-
vation (TFTs usually backlight even the
black pixels). The result is a system with
far greater graphic potential that uses a
fraction of the power (BMWs estimates
fall around 4 W).
THE ULTIMATE MACHINEWITH
INCREMENTAL CHANGES
While these technical nuances dont
make for startling sound bites of revolu-
tionary propulsion, each contributes to
overall efciency of the automobile and,
most important, each likely has a positive
cost-benet ratio. Not to mention, theyre
also good reasons to preserve the Ultimate
Driving Machines we know and love.
Cool Technology That Has Nothing To Do With Efciency!
Laser projection,
among other things,
is likely the next step
for in-car infotainment
systems. One applica-
tion is a split center
screen, which can keep
the front passenger
entertained without
distracting the driver.
All the efciency talk was great, but too
much of a good thing can sometimes leave
you queasy or worse, bored out of your
mind! Thats why during the two-day work-
shop, BMW/Mini introduced a few cutting-
edge technologies that stimulated an entirely
diferent region of the brain.
MINI ACTIVE SOUND DESIGN:
Ever wanted your Mini to sound more like
a racy hi-revving BMW inline-6, or maybe
even a throaty Tim Allen-approved V-8 (arr
arr arrr!)? Well the engineers showed us that
this is quite possibleat least on the inside
messing with sound phasing, which essen-
tially does the opposite of active noise can-
cellation technology. Inside the Minis cabin,
the speakers emit additional elements from
a sound generator that modies perceived
engine noise to your liking, and continuously
adjusts with respect to real-time vehicle data.
There are currently no plans to experiment
with speakers on the outside of the car
(I asked), but for actual sound bits of the
modied Mini engine from within the cabin,
go to www.roadandtrack.com/minisound.
MINI MUSIC MAP:
Artist-indexed playlists are so 2009. Per-
haps youve come across some advanced
music organizers such as Pandora (online)
or Genius (iTunes), which gave Mini the idea
to come up with their own algorithm that
uses all types of metadata to sort and display
your personal musicall 500 gigs of itin a
user-friendly two-dimensional map. Genres
are separated by colors and artists by points,
where the size of the point is indicative of the
number of songs by that artist. This provides
easy access to music that matches your mood,
and is an intuitive way of nding a specic art-
ist without having to scroll from A to Z.
MINI MISSION CONTROL:
BMW found that while a drivers tactile
and visual senses are quite active behind
the wheel, the auditory sense remained an
untapped resourcethat is, assuming said
driver is not on the phone. So they came up
with a concept called Mission Control, which
theyve already implemented in the 50th an-
niversary special edition Mini Camden. This
system delivers useful verbal driving tips and
reminders (1500 possible), in swanky British
accents and a tone that aims to make you
feel like the captain of the worlds smallest
starship. Not feeling like making the jump to
hyperspace today? The system does come
with an of switch.JE
www.storemags.com & www.fantamag.com
70 R OA D & T R A C K
BY JONATHAN ELFALAN
ROAD TEST EDI TOR
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2010 HYUNDAI GENESIS 4.6
THE GENESIS IS, BY DEFINITION, A COM-
ing into being. That its the name given
to both the coupe and sedan is fitting.
It seems to us that Hyundai has nally
achieved its goal of becoming a respected
full-line automobile manufacturer, and as
such has chosen a name that says so. For-
gotten is the Hyundai Excelthat, well
it didnt. To put this belief to the test,
weve decided a Genesis Sedan will be
the second Hyundai to endure our long-
term scrutiny (the rst was the Hyundai
Elantra, circa 1992).
We knew from our early exposure to the
car that it has some minor issues. Our First
Drive and subsequent Road Test made it
pretty clear that the Genesis Sedan is not
as sporting as wed expected and Hyun-
dais style still isnt all its own. The tail-
lights look to be borrowed from BMW
and its interiors center console, Inniti,
but unlike previous models that are just an
unbalanced amalgamation of design ele-
ments, the Genesis is a harmonious blend
that might just dene the brand.
What we are sure of, though, is that this
big rear-drive sedan brings a lot to the ta-
ble for very little in exchange. Our test car
is top of the line and fully outtted, mean-
ing it has the one option available for the
V-8-powered car, a $3500 Tech Package.
Not that the base V-8 model isnt well
equipped; standard fare isnt over the top,
but includes navigation, seat memory,
dual climate control, Bluetooth connec-
tivity, 14-speaker Lexicon audio, auto-
matic wipers, power rear sunshade and, of
course, safety in the form of ABS and sta-
bility control. The Tech Package ups the
audio systems speaker count to 17 and
adds a DVD changer, and also includes
smart cruise control, headlamps that turn,
New Beginnings...
...for the Hyundai Genesis Sedan, Nissan 370Z and Volkswagen Jetta TDI
2010 Hyundai Genesis 4.6
Deliveredprice $43,000
Total miles/miles since last report 6155/na
Maintenance costs to date $0
Repair costs todate $0
Average mpgtodate 20.6
Best mpg (avg of 3) 24.3
Worst mpg (avg of 3) 17.8
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 71
parking sensors andmy personal favor-
itedrivers seat cooling.
Weve seen all these features before, al-
beit not on a car that has 80 percent of its
parts sourced from Korea. The rumor was
that the Genesis Coupe and Sedan could
have created an all-new brand, much as
Lexus serves for Toyota, but Hyundai opt-
ed to keep the cars in the family. (As the
Korean conglomerate already has Kia, it
probably didnt need another brand.) Not
only is this car all new, its completely
different from anything weve seen from
Hyundai. The lack of front badging is
probably a subliminal nod to this.
In proper luxury sedan conguration,
the Genesis powerful 375-bhp Tau V-8
sits up front and drives the rear wheels
through a smooth-shifting ZF-sourced 6-
speed automatic, a gearbox that lacks pad-
dles and a rev-matching downshift feature.
However, without a sport suspension to go
with it, such features seem pointless. Hint-
ing at the cars potential are large brakes
and a slight snarl emitted on startup of
the dual overhead cam, all-aluminum en-
gine. But dont get too excited because
the exhaust note immediately recedes to
a near silent idle that allows passengers to
marvel at the simplicity and quality of the
interior. You can almost hear them think-
ing, This is a Hyundai?? Thats probably
the coolest feature of the car, the effect it
has on preconceived notions.
In the rst 6155 miles since the deliv-
ery of our Sterling Blue Metallic steed, it
has been trouble-free. It has proven prac-
tical, comfortable, reasonably fuel effi-
cientwith an EPA rating of 17/25 city/
Although the styling of the Genesis
is clearly derivative of the likes of Mer-
cedes-Benz and BMW, this large rear-
drive sedan is nevertheless a handsome
design. The nav system, above right,
features a large easy-to-read screen.
www.storemags.com & www.fantamag.com
72
highwayand surprisingly fa st, if not
especially nimble. The Genesis is a foray
by Hyundai into a different league of au-
tomobile; its a luxury car not pretending
that its a sports sedan. It seems to us that
Hyundai is following in the footsteps of
Lexus, where exceptional performance
means ultra quiet and super smooth. The
engine pulls hard and sings a wonderful
tune at full bore, with an exhaust that wont
wake the neighbors. The dash is noticeably
absent of clutter, thanks to a central control
knob for the navigation/multimedia sys-
tem. If anything, theres an unusual lack of
buttons and knobs for a luxury car.
With its blend of power, comfort, size
and sophistication at a price considerably
less than that of key rivals, the Genesis
seems just right. Combine that with a 10-
year/100,000-mile powertrain warranty,
and the Genesis is starting out on the
right foot.Shaun Bailey
2009 NISSAN 370Z
At 15,000 miles, the three engine oil
changes our Z has required, while nowhere
near as costly as the GT-Rs, still land a bit
heavy on our wallet at $85 a pop. The fac-
tory-recommended ester oil blend claims
to have sound-deadening properties, al-
though weve noticed that cabin noise at
low speeds is still loud compared to that
of other cars. Were currently investigat-
ing the merits of ester oil and plan to try
a less expensive blend that meets the API
requirement at the next change to see if
there is a noticeable difference. Other than
the sound issues, our Zs SynchroRev is
still entertaining to operate and continues
to work as its supposed to, although it
undoubtedly wastes fuel while the car is
coasting and the driver is doing the neu-
tral gate shakeforce-of-habit behavior
that elicits an unneeded throttle blip.
The revised rear body brace allows for
all sorts of items to be packed under the
hatch that wouldnt have t in the 350Z,
including a Sparco race seat I scored for
cheap at that companys annual garage
sale. This really makes this car livable as
long as you believe that threes a crowd.
We also think that white is one of the nic-
est colors this car comes in, and with the
compliments we often get from passersby,
we think others do too.
There are few cars Ive wanted to like
more than the new 370Z. I think the styl-
ing is better and the interior is far im-
proved over the previous 350Z, but I still
cant get past three areas: The car does
not allow for any overlapping of throttle
and brake (it cuts power), which I some-
times utilize for back-road driving; the
engine and exhaust arent that inspir-
ing to the ear, with an electric motor-
like whirring at low speeds; and last, the
steering feels artificially heavy, which
hinders turn-in precision. Which isnt to
say the new, much more refined Z isnt
fun to driveit isbut Nissan could have
made it so much better.
Mike Monticello, Feature Editor
2009 VOLKSWAGEN JETTA TDI
Upon taking in our Volkswagen Jetta
TDI for its third Carefree Maintenance
service at 30,000 miles, we were getting
into the habit of walking in, sans wallet,
ready to sign on the dotted line. For all we
knew, the invoice could read chipmunks
removed from intake manifold and we
mightve glazed over it without notice.
But today, something did manage to grab
our attentionthree digits to be exact,
reading $176. The TDIs rear brake lin-
ings needed to be replaced and the rotors
resurfaced, and this is not covered under
the Carefree Maintenance program (along
with other consumables like wiper blades,
light bulbs, etc., mentioned in the fine
print). We still think highly of our TDI,
as it remains one of the most trouble-
free, low-cost long-term vehicles in the
eet, but it apparently doesnt come with
the Ultimate maintenance program we
originally thought it did.
Passing over our 370Z and R8 when the
long-term test-car keys are handed out
ought to be grounds for permanent exile,
but the Jetta TDI just ts like that com-
fortable old pair of jeans. Tip-in torque
is so generous it fools you into thinking
the Jetta is quicker than it actually is.
The suspension is so well sorted that you
forgive the meager grip of the hard-com-
pound Michelins, which still have usable
tread after 35,000 not-so-coddled miles.
And seats, with decent bolstering and
excellent road-trip comfort, continue to
impress; no downside for your backside.
Douglas Kott, Senior Feature Editor
2009 Nissan 370Z
Deliveredprice $38,470
Total miles/miles since last report 15,141/10,404
Maintenance costs to date $420
Repair costs todate $0
Our mileage todate, EPA city/highway 20.6, 18/26
2009 Volkswagen Jetta TDI
Deliveredprice $23,070
Total miles/miles since last report 35,521/14,651
Maintenance costs to date $176
Repair costs todate $0
Our mileage todate, EPA city/highway 36.0, 30/41
35,521 miles. Our long-term Jetta TDI stops for a break in Marquette, Michigan, along
the shore of Superior, the big lake they call Gitchigoomie. Note the huge iron ore dock in
the background. Fuel economy, thus far, has been an outstanding 36 mpg.
15,141 miles.
P
H
O
T
O

B
Y

E
L
L
I
D
A

M
A
K
I
P
H
O
T
O

B
Y

B
R
I
A
N

B
L
A
D
E
S
www.storemags.com & www.fantamag.com
1-888-371-8473
2009 Tire Rack
www.tirerack.com
www.storemags.com & www.fantamag.com
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See All 38 styles and nishes
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Visit the Upgrade
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What About TPMS?
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patible with its sensors. We also offer an
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your tire and wheel package can arrive
with sensors already installed.
Want More Info?
Call and talk to our highly
trained experts.

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LM-R
bright silver w/machined lip
19 20
CH-R
black w/polished stainless lip
20
CV
bright silver
17 18
RS-GT
diamond black w/machined lip
17 18 19 20
RGR
bright silver
17 18 19
Brakes
NASCAR

BRISTOL chrome
17 18 20
STARTING AT $119 ea.
GRANITE ALLOY GA9
15 16 17
STARTING AT $99 ea.
ATX MOJAVE Teflon

15 16 17 18 20
STARTING AT $149ea.
O.Z. ENERGY
17 18
STARTING AT $145 ea.
O.Z. SUPERLEGGERA III
18 19 20
STARTING AT $826 ea.
O.Z. ULTRALEGGERA HLT
19 20
STARTING AT $189 ea.
KAZERA KZ-X
16 17
STARTING AT $119 ea.
AVARUS AV5
18 19 20
STARTING AT $159 ea.
BREYTON RACE GTS-R
18
STARTING AT $309 ea.
BORBET LV5
15 16 17
STARTING AT $113 ea.
ELBRUS I06
15 16 17 18
STARTING AT $99 ea.
SPORT MUSCLE BHP
20
STARTING AT $199 ea.
O.Z. ALLEGGERITA HLT
17 18
STARTING AT $219 ea.
ASA GT2
17 18
STARTING AT $219 ea.
ENKEI PERFORMANCE EKM3
17 18
STARTING AT $155 ea.
ENKEI PERF. EDR9 black
15 16 17 18
STARTING AT $121 ea.
ZINIK Z12 MAZOTTI
18 20 22 24
STARTING AT $89 ea.
ZINIK Z70 MARCUS
20 22
STARTING AT $99 ea.
MAMBA M1
17 18 20 22
STARTING AT $166 ea.
ULTRA WHEEL GRINDER
17 18 20
STARTING AT $201ea.
DICK CEPEK DC-1
15 16 17 18 20
STARTING AT $117ea.
ASA AR9
17 18 19
STARTING AT $139 ea.
ASA AR1
15 16 17 18 19 20
STARTING AT $110 ea.
ASA GT1
16 17 18 19
STARTING AT $130 ea.
RIAL PORTO
16 17 18
STARTING AT $139 ea.
RIAL SALERNO
16 17
STARTING AT $99 ea.
Suspension Induction
www.storemags.com & www.fantamag.com
SPECIALS
Full pattern studding
Available for $15 per tire on tires marked studdable.
?QV\MZ
<QZM[
DUNLOP
GRASPIC DS-3
CONTINENTAL
EXTREMEWINTER
CONTACT
BRIDGESTONE
BLIZZAK DM-V1
BRIDGESTONE
BLIZZAK WS60
DUNLOP
SP WINTER
SPORT 3D
GENERAL
ALTIMAX
ARCTIC
FIRESTONE
WINTERFORCE
PIRELLI
WINTER 210/240
SOTTOZERO
PIRELLI
SCORPION ICE
& SNOW
MICHELIN
X-Ice Xi2
MICHELIN
PILOT ALPIN PA3
BRIDGESTONE
BLIZZAK LM-60
Pilot Alpin PA2
205/50 R- 17

$155
235/40 R- 18

187
245/45 R- 18

220
255/40 R- 18 $228
265/40 R- 18

182
265/40 R- 18

252
295/35 R- 18

$300
335/40 R- 18 216
Latitude Alpin HP
235/55 R- 17

$180
235/65 R- 17

193
235/50 R- 18

$189
255/55 R- 18
XL
227
255/50 R- 19

$267
265/55 R- 19 268
Latitude X-Ice
P 235/75 R- 15
X
$113
265/70 R- 15

119
255/65 R- 16

140
255/70 R- 16 $133
265/70 R- 16 129
275/70 R- 16

142
215/65 R- 17

$108
245/70 R- 17

135
255/70 R- 17

136
Latitude Alpin
245/70 R- 16 $124
265/65 R- 17

149
Latitude Alpin
HP ZP RFT
255/55 R- 18

$215
X-Ice Xi2
175/65 R- 14

$73
185/60 R- 14

83
185/70 R- 14

76
185/55 R- 15

96
185/60 R- 15

87
185/65 R- 15

88
195/55 R- 15

89
195/60 R- 15

84
205/60 R- 15

87
205/70 R- 15

88
215/65 R- 15

101
215/70 R- 15

$89
195/55 R- 16
XL
114
205/50 R- 16

125
205/55 R- 16

112
205/60 R- 16

105
215/55 R- 16
XL
129
225/60 R- 16

114
235/60 R- 16

119
205/50 R- 17
XL
118
215/45 R- 17

138
215/50 R- 17

120
215/60 R- 17

$105
215/65 R- 17

114
225/45 R- 17
XL
149
225/55 R- 17
XL
138
225/60 R- 17

130
235/55 R- 17
XL
149
215/45 R- 18 146
225/60 R- 18

148
245/45 R- 19 186
205/55 R- 16

$125
205/50 R- 17

164
215/55 R- 17
XL
166
225/45 R- 17
XL
175
225/55 R- 17

$177
235/45 R- 17
XL
197
235/55 R- 17
XL
179
225/40 R- 18

201
235/40 R- 18
X
$206
245/45 R- 18
XL
218
255/45 R- 19 212
285/40 R- 19 276
Pilot Alpin PA3
Primacy Alpin PA3
195/60 R- 15

$104
195/65 R- 15 100
205/65 R- 15

107
205/50 R- 16

137
205/55 R- 16

122
205/60 R- 16

$99
215/55 R- 16 129
215/65 R- 16

125
225/50 R- 16

141
225/55 R- 16

138
205/45 R- 17

$153
215/45 R- 17

152
225/45 R- 17

160
225/45 R- 17

163
Scorpion Ice & Snow
Winter Carving (studdable)
185/65 R- 14

$78
185/70 R- 14

80
195/55 R- 15

$100
195/60 R- 15

91
225/45 R- 17

$167
225/55 R- 17

177
Winter Carving Edge (studdable)
175/65 R- 14

$79
185/60 R- 14

82
185/65 R- 15

86
195/65 R- 15

85
205/60 R- 15

$92
205/65 R- 15

106
205/55 R- 16

119
205/60 R- 16
XL
118
215/60 R- 16
X
$127
215/65 R- 16

112
225/55 R- 16
XL
147
235/65 R- 17

169
Winter 240 Sottozero
225/55 R- 17

$201
235/45 R- 17

199
215/45 R- 18
XL
204
225/45 R- 18
XL
216
235/40 R- 18
N1
232
235/45 R- 18
XL
244
235/50 R- 18
XL
255
245/40 R- 18

$239
245/45 R- 18 255
255/35 R- 18

229
285/40 R- 18

350
295/35 R- 18

322
255/40 R- 19
XL
333
285/35 R- 19

381
285/40 R- 19

$361
265/35 R- 20

432
RFT (Runat)
245/45 R- 17

$222
245/40 R- 18
XL
268
255/35 R- 18
XL
326
Winter 240 SnowSport
205/45 R- 17

$165
255/40 R- 17 237
225/40 R- 18

214
235/40 R- 18

$210
235/40 R- 18
N0
216
265/35 R- 18

274
265/40 R- 18

$267
RFT (Runat)
205/45 R- 17

$179
Winter 210 Sottozero
225/55 R- 16

$147
215/60 R- 17

178
235/55 R- 17

171
225/55 R- 18

$177
225/60 R- 18

159
RFT (Runat)
205/50 R- 17

$181
225/45 R- 17

212
225/50 R- 17 202
Winter 210 Sottozero Serie II
215/45 R- 17

$175 215/55 R- 17

$193 245/45 R- 17

$240
Winter 190 Snowcontrol
165/65 R- 13

$52
175/65 R- 15 61
145/65 R- 15

$77
155/60 R- 15 73
Winter 190 SnowSport
185/55 R- 15
XL
$92
Winter 190 Snowcontrol Serie II
185/60 R- 15
XL
$66
185/65 R- 15

70
195/60 R- 15

$75
195/65 R- 15

67
205/55 R- 16

$113
215/65 R- 16

$96
215/70 R- 16

97
225/70 R- 16

110
235/70 R- 16

107
245/70 R- 16

112
235/60 R- 17
XL
143
235/65 R- 17 131
235/65 R- 17
XL
155
245/65 R- 17
XL
152
255/60 R- 17

147
265/65 R- 17

164
275/55 R- 17

173
235/55 R- 18

146
235/60 R- 18

$161
245/55 R- 18 169
235/65 R- 18
XL
168
255/55 R- 18

175
255/60 R- 18
XL
176
245/50 R- 19
XL
189
255/50 R- 19
N0
217
255/55 R- 19

195
265/55 R- 19 235
275/45 R- 19
XL
212
285/45 R- 19

223
245/45 R- 20

235
255/45 R- 20

243
255/50 R- 20

$267
265/45 R- 20
XL
247
275/40 R- 20
NO
265
275/45 R- 20
XL
282
275/50 R- 20

281
295/40 R- 20
XL
285
295/35 R- 21

298
P 275/45 R- 22
XL
344
RFT (Runat)
255/55 R- 18

$203
255/50 R- 19
XL
252
Ultra Grip SUV
265/70 R- 16

$108
235/55 R- 17

150
255/65 R- 17

$114
265/65 R- 17

121
255/55 R- 19

$212
Winterforce UV (studdable)
P 225/70 R- 16

$68 P 235/65 R- 16

$82
Winterforce (studdable)
P 155/80 R- 13 $36
175/70 R- 13

44
175/65 R- 14

55
185/60 R- 14

57
P 185/75 R- 14

49
195/70 R- 14

$53
P 195/75 R- 14

49
205/70 R- 14

51
P 205/75 R- 14

51
185/65 R- 15

60
205/70 R- 15

$55
215/55 R- 16

79
225/50 R- 17

109
Graspic DS-3
195/65 R- 15

$96
205/65 R- 15

90
205/55 R- 16

98
205/55 R- 16 108
215/55 R- 16

119
215/65 R- 16

116
225/55 R- 16

124
235/60 R- 16 121
205/50 R- 17

136
215/55 R- 17
XL
149
225/45 R- 17

147
225/45 R- 17
X
$149
225/55 R- 17 152
235/45 R- 17
XL
157
235/65 R- 17
XL
141
245/40 R- 17
XL
181
245/45 R- 17

166
255/45 R- 17

195
225/40 R- 18

179
235/40 R- 18

199
235/40 R- 18
XL
203
235/50 R- 18

231
235/60 R- 18
X
$175
245/40 R- 18
XL
219
255/40 R- 18 233
255/45 R- 18

240
265/35 R- 18
XL
256
285/35 R- 18
XL
277
ROF (RunOnFlat)
195/55 R- 16

$118
245/50 R- 18

299
245/45 R- 19

275
235/55 R- 17 $175
SP Winter Sport 3D
SP Winter Sport
175/70 R- 13

$57
175/70 R- 14

65
185/60 R- 14

65
185/65 R- 14

68
185/70 R- 14

64
195/70 R- 14

66
185/60 R- 15

70
185/65 R- 15

68
195/55 R- 15

81
195/60 R- 15

72
195/65 R- 15

73
205/60 R- 15

$75
205/65 R- 15

77
205/70 R- 15

73
215/65 R- 15

79
215/70 R- 15

76
205/55 R- 16

96
205/65 R- 16 83
215/55 R- 16

98
215/60 R- 16
XL
86
215/65 R- 16

84
225/55 R- 16

102
225/60 R- 16

$90
215/45 R- 17
XL
114
215/50 R- 17

121
215/55 R- 17

103
215/60 R- 17

96
225/45 R- 17

123
225/55 R- 17

107
235/45 R- 17

136
225/50 R- 18

179
225/55 R- 18

173
SP Winter Sport M3
225/60 R- 15

$112
205/45 R- 16

124
215/60 R- 16

105
225/50 R- 16

129
225/60 R- 16

116
215/45 R- 17

$137
215/50 R- 17

140
235/45 R- 18

206
245/45 R- 18
XL
224
245/50 R- 18

197
ROF (RunOnFlat)
205/55 R- 16

$138
225/50 R- 17

205
255/60 R- 17

$175
275/55 R- 17

189
235/60 R- 18

147
255/55 R- 18
XL
169
285/45 R- 19

$209
275/45 R- 20
XL
189
RFT (Runat)
235/55 R- 18

$268
255/55 R- 18

$187
255/50 R- 19

339
Blizzak LM-25 4X4
225/60 R- 17

$123 165/65 R- 14

$70 245/40 R- 18

$207
Blizzak LM-50
RFT (Runat) Blizzak MZ-03
Blizzak MZ-03
RFT (Runat)
215/85 R- 16
E
$136
245/75 R- 16
E
145
265/75 R- 16
E
$151
LT 235/80 R- 17
E
157
245/70 R- 17
E
$157
LT 265/70 R- 17
E
168
Blizzak W965
Blizzak LM-25
195/55 R- 15

$77
225/50 R- 18

162
255/35 R- 18
XL
226
255/45 R- 18

150
225/40 R- 19

159
225/40 R- 19
XL
169
245/45 R- 19 $214
275/35 R- 19

188
265/35 R- 19

128
RFT (Runat)
205/55 R- 16

$139
225/45 R- 17
XL
189
245/50 R- 17 $211
245/45 R- 18 247
P 245/50 R- 20 241
255/40 R- 20

358
285/35 R- 20

394
Blizzak DM-V1
Blizzak WS60
175/65 R- 14
XL
$75
185/60 R- 14

74
185/65 R- 14

77
185/70 R- 14

73
195/60 R- 14

77
175/65 R- 15

73
195/55 R- 15

90
195/60 R- 15

81
195/65 R- 15

82
205/60 R- 15

85
205/70 R- 15

82
215/60 R- 15

$87
215/65 R- 15

88
215/70 R- 15

85
195/60 R- 16

85
205/55 R- 16

107
205/60 R- 16

90
205/65 R- 16

92
215/65 R- 16

94
225/50 R- 16

119
235/60 R- 16

106
235/65 R- 16

105
205/50 R- 17

$133
215/45 R- 17

127
215/60 R- 17

126
215/60 R- 17

107
P 215/65 R- 17

101
225/45 R- 17

137
235/45 R- 17

152
235/60 R- 17

112
235/40 R- 18

162
215/70 R- 15

$90
215/70 R- 16

102
P 235/75 R- 16
XL
105
245/70 R- 16

112
275/70 R- 16

124
P 215/70 R- 17 117
225/65 R- 17

107
P 235/75 R- 17

115
245/65 R- 17

117
P 245/70 R- 17

121
245/75 R- 17

$120
P 255/65 R- 17

124
P 255/70 R- 17

125
265/65 R- 17

133
P 285/70 R- 17

143
235/55 R- 18

130
P 255/65 R- 18

149
P 255/70 R- 18

128
265/60 R- 18

149
265/65 R- 18

153
P 265/70 R- 18

$136
275/60 R- 18

155
285/60 R- 18

162
P 255/60 R- 19

162
P 245/60 R- 20 163
P 245/50 R- 20

161
P 265/50 R- 20

163
275/45 R- 20
XL
186
P 275/60 R- 20 176
Blizzak LM-60
215/45 R- 17

$144
225/45 R- 17

150
235/45 R- 17
XL
160
235/50 R- 17

168
215/45 R- 18
XL
177
225/40 R- 18
XL
172
225/45 R- 18
XL
184
P 225/60 R- 18

182
235/45 R- 18

188
245/40 R- 18
XL
199
245/45 R- 18

199
255/40 R- 18
XL
210
255/45 R- 18

$205
265/35 R- 18
XL
234
275/35 R- 18

234
225/40 R- 19

215
225/45 R- 19

205
235/35 R- 19
XL
243
245/45 R- 19

223
255/35 R- 19
XL
264
255/40 R- 19
XL
252
255/50 R- 19
XL
228
265/35 R- 19

265
275/35 R- 19

276
245/40 R- 20

$272
245/45 R- 20

260
P 245/50 R- 20

247
255/35 R- 20
XL
293
255/45 R- 20

269
RFT (Runat)
195/55 R- 16

$138
205/45 R- 17

158
225/40 R- 18

211
255/55 R- 18

254
Blizzak DM-Z3
P 235/75 R- 17

$91
235/55 R- 18

119
275/60 R- 18

$125
265/45 R- 21

287
ExtremeWinterContact
175/70 R- 13

$55
175/65 R- 14

64
185/65 R- 14
XL
69
185/70 R- 14

63
185/60 R- 15
XL
72
185/65 R- 15
XL
71
195/55 R- 15
XL
87
195/60 R- 15
XL
71
195/65 R- 15
XL
71
205/60 R- 15

73
205/65 R- 15

77
205/70 R- 15

73
215/60 R- 15

85
215/65 R- 15

81
215/70 R- 15

78
205/60 R- 16
XL
83
215/55 R- 16

$103
215/60 R- 16

92
215/65 R- 16
XL
92
225/55 R- 16
XL
110
225/60 R- 16

96
225/70 R- 16

98
LT 225/75 R- 16
E
143
235/60 R- 16

105
235/75 R- 16

111
LT 235/85 R- 16
E
142
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171
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128
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165
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143
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194
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64
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75
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71
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106
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99
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154
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172
AltiMAX Arctic (studdable)
Winter 240 Sottozero Serie II
225/45 R- 17
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$201
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241
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270
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269
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285
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355
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285
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355
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425
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471
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215/40 R- 18

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332
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235/45 R- 20
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245/40 R- 20

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Grandtrek WT M3
(RunOnFlat)
Blizzak LM-22
215/45 R- 18

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202
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155/60 R- 15 $76 175/55 R- 15

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135
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2009 Tire Rack 1-888-371-8473 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
Pricing Effective January 1-31, 2010
Prices Subject to Change
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78 R OA D & T R A C K www.roadandtrack.com
BY DENNIS SIMANAITIS
ENGI NEERI NG EDI TOR
Minivans Smell of Diapers...
A certain demographics aversion to
minivansimmensely practical, efficient and
popular with othersis that the vehicles aura
is a bit too family oriented. Its one reason why
SUVs sell well.
Now, however, wildlife researchers have of-
fered another dimension to these popular peo-
ple-haulers: Bears like minivans.
A study published in the Journal of Mammalogy
cited that bears break into minivans more often than
into any other class of vehicle. This is because the animals
have learned that theres good noshing to be had. Bears are largely
omnivores, opportunistic enough to eat whatevers abundant; also
intelligent enough to teach this foraging behavior to their cubs.
Researchers examined reports of vehicle damage at Yosem-
ite National Park from 2001 to 2007. The study suggested that
minivan passengers, often the kids, are prone to spill food and
drinks, thus leaving a detectableand delectablearoma.
Steam cleaning a minivan interior is recommended before ven-
turing into national parks and other areas that bears are known
to inhabit. Also, of course, its unwise to leave food aboard.
Yet, its also been found that bears recognize the shape of
minivans and seek them out. This is no trivial matter, as a black
bear preparing for winter is known to bulk up on something like
20,000 calories a dayand a minivan is a great potential source.
APPRECIATING AN OLD R&T FRIEND
To my eye, one of the most voluptuous examples of form
following function is the Jaguar D-Type. This sports racing car
dominated endurance events back in the mid-1950s and its one of
the most prized classics today. Expect the example pictured here
to be a star at Gooding & Companys Scottsdale, Arizona, auction,
January 2123, 2010. Whats more, this particular D-Type even has
a couple of direct R&T ties.
Back in May 1956, this
was the exact car we, er
they tested. In fact, that
Road Tests full details make
interesting reading today.
The D-Types 3.4-liter
dohc inline-6 produced all
of 250 bhp at 6000 rpm;
torque was 242 lb.-ft. at
4000. Like most race cars of the era, the D-Type had a 4-speed
gearbox; speeds in gears were 67, 87, 112 and 162 mph. That is,
it was fairly tall-geared for venues such as Le Mans and the like.
The cars test weight was estimated at 2460 lb. and, back then,
would have included two testers aboard. The D-Types 060
posting of 4.7 seconds broke a record for the time (a couple
years earlier, Phil Hills 2.9-liter Ferrari had run a 5.1).
Oh, yes. And the D-Types 1956 list price was $9875, a gure
that my handy Ination Calculator tells
me equates to $78,408 today.
Relatively modest modern cars (the
Audi TTS, BMW M3 and 135i and
Lexus IS F, to name a few) exceed the
D-Type in performance. And, in terms
of equivalent dollars, they cost less. But,
I would argue, none is as beautiful.
Its most recent owner, Ted Gildred,
agrees completely. And, in fact, Ted is re-
sponsible for the more recent appearance of this
very car in R&T. During his custodianship, he and the D-Type
went on several Colorado Grand rallies, including one where Ted
kindly invited Peter Egan to ride along (see R&T, March 2007).
(RE)READING ABOUT ANOTHER R&T FRIEND
While on a heritage binge, I commend to you a book Ive just
read: The 9 Horse Wonder, by George F. Yallop. Those with truly
prodigious memories will recall a July 1963 R&T article of similar
name, The Nine Horse Wander, by George and his wife at the
time, Eileen. Some 45 years in gestation, this fascinating book is the
complete story, only part of which was recounted in that R&T piece.
Amazingly, in 1960, all three in their late 20s, George and
his wife took Calisay, their already vintage 1933 Riley 9, on a
10,000-mile adventure circling the world. The Yallops traveled
from England across Europe, the Middle East, India, Sri Lanka
(Ceylon in those days), Australia, the U.S. and Canada. Along
the way, they worked here and there to support themselves.
Calisay was repaired, disconcertingly often, with spares brought
along or things found en route.
To cite just one road hazard, bullock carts were the principal
trafc in Baluchistan (a remote area along the Iran/Pakistan border).
Yoked bullock pairs had a nasty habit of clashing each others horns,
thus leaving shards which seemed to head for the nearest tyre.
Sharing a tent with a deadly krait snake. Feted in Australia by
the Melbourne Mob of car enthusiasts. Arriving in America,
only to nd Calisay wouldnt clear customs until the following
dayFor the rst time on the trip we felt homeless.
A humble hats off from those
of us who occasionally take our
old cars on highly orchestrated,
heavily supported tours. The
Yallops adventure is great
reading, whether in vintage
R&T or in this neat book,
which is available for
about $48, including ship-
ping and handling. To
learn more, youre en-
couraged to check out
www.yallop.net.
T
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www.storemags.com & www.fantamag.com
80 R OA D & T R A C K
A one-make series that may be headed to the U.S.we hope!
BY IAN ADCOCK PHOTOS BY THE AUTHOR
SILVERSTONE, ENGLAND
Abarth is to Fiat what
Cooper is to Mini, and
with more than 10,000
motorsports victories
and 10 world records
to its credit, the Italian
marque has the creden-
tials to back its ambi-
tious worldwide plan to
sell upward of 20,000
Abarths a year in the
foreseeable future.
Which is why I was
recently at Silverstone,
home of the British GP,
to try Abarthsnot
Fiatslatest track car,
the Trofeo Abarth 500,
for next years one-make
race series.
Mid-October in Eng-
land means fog, and I
could barely see from
one side of the track to
the other. But the swarm
of Abarths gathered
that morning brought an
instant smile to the most
mournful of faces.
Only the Italians could
put a duck spoiler on
a cars roof to make it
look Dolce Vita pert;
the Abarths 17 x 7-in.
wheels and 205/50ZR-
17 tires also helped to
give the little hatch a
purposeful stance.
Afer situating myself
in the high-back Recaro
seat and tightly cinching
the 5-point Sabelt racing
harness, I was ready for
track duty.
Now, for a nation like
the U.S., where there
aint no substitute for
With 188 bhp and
only 2100 lb., the
Trofeo Abarth
500s are very
quick. We hope
the series finds a
home in the U.S.
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 81
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cubic inches, 83.5 of
them must seem to have
all the will of a wet re-
work. But, with 188 bhp
and 221 lb.-f. of torque
propelling just 2100 lb.,
the turbocharged Trofeo
has some real sting.
Surprisingly for a
front-wheel-drive car,
theres not too much
tug through the steering
wheel under acceleration,
despite the fog-induced
damp conditions that
later turned to drizzle.
And the Trofeo Abarth
nips into corners like a
cat chasing a mouse.
Okay, so you can feel
the inside rear wheel lif-
ing a littlethink of it as
reduced tire wearbut
having hit the apex, you
can pile on the power
and still keep the 500 on
a smooth trajectory.
For now this will be a
Europe-only race series,
but with Fiat planning to
put the Abarth into pro-
duction in Toluca, Mex-
ico, in 2011, along with
the standard Fiat 500,
theres a good chance the
race series could head to
the States as well.
It might not have the
power and drama of
Porsche Supercup or
NASCAR, but from in-
side that cats cradle of
a rollcage I can tell you
its a whole lot of fun.
FIT for a
FORD? YES
ITS OFFICIAL: The Sports Car Club of
America has approved Hondas 1.5-liter
Fit engine for use in Formula Ford, which
becomes Formula F now that Fords pow-
erplant isnt the only block on the block. Ef-
fective immediately, SCCA club racers will
be able to t the Fit into their Swif DB-1
chassis by purchasing Hondas conversion
kit, which allows installation without weld-
ing or other major modications. Although
the kits $11,750 price tag may seem steep,
bear in mind that a top-of-the-line Ford
engine alone costs $12,000 or more.
Of course, Fords not about to take the
news lying down. Rankled by Hondas
presence in the formula, FoMoCo says it
will throw a lifeline to Kent engine users,
such as SCCA club racers, by putting the
50-year-old design back into production,
using modern manufacturing techniques.
The companys aim, says a spokesman, is
to improve durability, not to improve per-
formance, which speaks to the advantages
Honda cites for its Fit powerplant.
Some racing insiders contend that
Hondas entry into Formula F will revi-
talize the 42-year-old class, which had
become somewhat moribund in the last
few yearsat least in the United States.
Maybe now there will be some interest
in the class, says Arnie Loyning, whose
engines have won 27 SCCA national
championships.
During its heyday, Formula Ford was a
steppingstone to the major leagues for
drivers including CART champions Mi-
chael Andretti and Jimmy Vasser. Mean-
while, in Europe where Formula Ford is
still a top feeder series, the list of alumni
includes Formula 1 World Champions
Jenson Button, Mika Hakkinen, Ayrton
Senna and Michael Schumacher as well as
IndyCar star Danica Patrick.Joe Rusz
EVANS WINS
MAZDA MX-5 CUP
SHOOTOUT!
BUTTONWILLOW, CALIFORNIAMazdas
MX-5 Cup Shootout, the most lucrative
prize in American amateur road racing,
has been won by Nick Evans, a 19-year-
old biology student at Ohio State Uni-
versity who earned an invitation to the
annual Shootout by winning the Maz-
da-powered Formula Enterprise class at
the 2009 SCCA Runofs. For his eforts
at Buttonwillow Raceway Park in Cali-
fornia, where he competed against four
other Mazda-powered amateur national
champions in a series of tests, Evans
takes home a full ride in the 2010 SCCA
Pro Racing Playboy Mazda MX-5 Cup, a
prize worth in excess of $75,000.
Wow. Afer hearing the news I was
speechless, said Evans, a sof-spoken
driver who was informed he had won the
day afer the event. All I could say was
thank you! I felt so relieved once I won
the Shootout and for the opportunity to
begin my professional racing career with
Mazda. I put an enormous efort into the
Shootout and it paid of. This is really a
dening moment in my life.
Skillsboth
on the track in
an MX-5 Cup car
and back in the
paddock with
engineers and
mediawere
tested. They
included: driving
speed, driving
consistency, an
understand-
ing of vehicle
dynamics, the
ability to analyze
data, and public relations skills.
Besides Evans, other participants in
the Shootout were Ryan Ellis, of Fairfax,
Virginia, a National Auto Sport Associa-
tion Teen Champion in a Miata; Steven
Gorriaran of Providence, Rhode Island,
the SCCA Runofs champ in Spec Miata;
Bruce Pendleton of Oakland, California,
the NASA PTE champion in a Miata; and
Andy Rushing from Austin, Texas, the
NASA Spec Miata champion.
All were impressive. But Evans, a for-
mula car driver, put on an impressively
smooth display of speed that couldnt
be ignored. Hes clearly a guy to watch
in 2010.Andrew Bornhop
www.storemags.com & www.fantamag.com
82 R OA D & T R A C K
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ROLEX PREVIEW 2010
Theres lots to look for in the 2010 Grand-Am series
BY PETE LYONS PHOTOS BY F. PEIRCE WILLIAMS
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 83
There are 12 hours on the face of a Rolex watch, and there
are 12 rounds in the Rolex race series.
W
Such numerical symmetry
probably isnt deliberate, but it does serve to focus our minds on the
essence of what is properly known as Grand-Am Road Racings Rolex
Sports Car Series presented by Crown Royal Cask No. 16.
W
That
essence: Twelve rounds of truly hard-fought sports car racing, with both
a prototype (Daytona Prototype) and a GT class. The series rst round,
at Daytona the end of January, runs 24 hours, twice around the Rolex
dial. Later in the season, at Watkins Glen in early June, theyll race for
six hours.
W
The rest of the rounds are mere sprints of a couple of hours
or so apiece, but they are true sprints, hectic and hard-fought, with any
number of teams having a chance to win right into the last lap.
Listen: Out of last years 10 races that
nished under green, ve had winning mar-
gins inside a second. Five! Tightest margin:
0.167and that was in the longest race.
In that longest race, would you care to
guess how many cars were on the winning
lap? Sevenafter 24 hours. At Virginia
International Raceway and Laguna Seca, it
was eight cars. Nine at Watkins Glen. Ten
at Mid-Ohio. Eleven at the July sprint race
at Daytona and again at Miller, the 11th
round. And in the season nale at Home-
stead, 13 cars completed the entire 100
laps. Thats extraordinary in road racing.
Out of the 12 races, six different Daytona
Prototype car/driver teams were winners. The
DP championship went down to that last race.
Jon Fogarty and Alex Gurney came out as
co-champions, having taken four wins and
337 points with their No. 99 Gainsco Insur-
ance/Bob Stallings Racing Pontiac-Riley. It
was their second such title (rst was in 2007).
Joint third, a scant 6 points behind, were
Memo Rojas and Scott Pruett in the No. 01
Lexus Riley elded by Telmex/Chip Ga-
nassi Racing with Felix Sabates; theyd won
twice during the season. Ganassis team is
a three-time series champion (2004, 06,
08). Eye-opening are the numbers of driv-
ers, teams and manufacturers participating
in this series. Altogether, 83 drivers scored
points in 27 different Daytona Prototypes
last year. Of seven engine manufacturers,
Ford came out ahead of Porsche, Pontiac,
Lexus, BMW, Chevrolet and Honda. Be-
hind Riley Technologies as best DP chassis
maker (for the sixth time) were Dallara,
Lola, Crawford and Coyote.
But if you want to see really big num-
bers, look at the parallel GT class. Running
in the same races with the DPs are what
look like modied production sports cars,
and in some cases are. The Porsches do
start life on the production line. Others are
built up by specialty shops on tubular space
frames hung with look-alike bodywork.
Porsches approach worked best in 2009,
its GT3 model scoring five victories in
the 12 races. Winning GT team was Farn-
bacher Loles Racing, whose Leh Keen
and Dirk Werner won four times, jointly
earning the drivers championship. Pontiac,
with three wins, beat Mazdas two. Also
running were Chevrolet, BMW, Ferrari and
Ford for seven manufacturers in all.
How many GT teams participated? Try
37. And drivers? There were 154 on the
2009 points table154!
Clearly, Grand-Am provides a happy home
for a lot of racers.
As for race fans, the series tightly regu-
lated DPs may not be the prettiest motor-
cars of all time, but to the sanctioning body,
safety and low-cost practicality count more.
Neither are these the most technically ad-
vanced of prototypesthats intentional
too, to foster close racing.
DPs are all coupes with exceptional-
ly roomy cabins, for crash safety. Their
aerodynamics are severely restricted, they
must use a long list of mandatory spec
components, and all run on the same no-
ticeably small Pirelli P-Zero spec tires.
Whatever the engine brand and con-
guration, ofcials keep their nger on
performance parity, trying to hold maxi-
mum output to 500 bhp.
And in terms of parity, it works. If
youre a rabid race fan who likes watch-
ing a clutch of racers ghting like mad
into the last lap with none knowing whos
going to come out of it rst, and happy
to bang bodywork to nd out, the Rolex
series is something special to watch.
www.storemags.com & www.fantamag.com
84 R OA D & T R A C K
Whats to watch in 2010?
First, understand the depth of tradition
behind this. Rolex has been the title spon-
sor of the 24-hour race since 1991, so
2010 will be its 19th anniversary. It will
be the 11th under Grand-Am sanction.
But the 24-hour at Daytona will be the
43rd at the distance, and it will be the
48th sports car enduro there since the
rst, a 3-hour in 1962. (If youve spot-
ted that the arithmetic looks funky, its
because the 1972 race went only 6 hours
and in 1974 there was no race at all, due
to that years energy crisis.)
The Daytona Prototype era began in
2004, when a Pontiac-Doran won the big
season opener. The ve subsequent 24s
fell to Riley chassis that were running
Pontiac, Lexus (three wins in a row) and
nally Porsche power in 2009.
Last years Daytona-winning team was
Brumos Racing with its No. 58 Porsche-
Riley driven by Donohue/Law/Garcia/Rice.
They covered 735 laps, more than 2616
miles, a modern-era record (i.e., the best
since the hugely powerful, highly high-tech
Nissan IMSA GTP, long, long ago in 1992).
January 3031 should show us a lot more
of the same intense Grand-Am racing. The
series signature stability in its rules plus
containment of its costs attract lots of con-
testants, and the sanctioning body tells us
to expect most of the regulars to return.
On past performance, the top contend-
ers should include the rst two cars in last
years championship, named aboveal-
though both will have new engine pack-
ages. Pontiac, of course, is leaving the
marketplace entirely, while economic fac-
tors forced Lexus to quit Grand-Am.
Series champ Bob Stallings tells us hes
staying with his All-American Team
theme and continuing to use a GM en-
gine, replacing his Pontiac with a newer-
spec Chevrolet. Its latest headsproviding
Grand-Am approves themshould im-
prove both efciency and power, redressing
a slight performance disadvantage Stallings
says the Gainsco car suffered last year.
The small-block Chevy is also being used
by the Childress-Howard DP team in its
Crawford, whose drivers are listed as Rob
Finlay and Andy Wallace plus Casey Mears
and Danica Patrick as scheduling permits.
While were looking at Chevrolets
plans, Pontiacs sad demise also affects
the Rolex GT class. In particular, the Ste-
venson Motorsports team, three times a
winner in 2009 with its Pontiac GXP.R
driven by Andrew Davis and Robin Lidell,
is working with Pratt & Miller Engineer-
ing to develop a pair of Chevy Camaros
for 2010.
Mazda, BMW, Ferrari, Ford are among
the other GTs expected to return.
Back to Daytona Prototype, where at Ga-
nassi, manager Mike Hull expresses regret
at the end of a long and fruitful partner-
ship with Lexus/Toyota/TRD, but looks for-
ward to a new relationship with BMW and
the Dinan tuning company. Im very im-
pressed with that group of people, he says.
With its four cams and 5.0-liter dis-
placement, the BMW V-8 is similar to the
Lexus, so installation in the Target-spon-
sored Riley has proven straightforward;
Bill Riley himself has been assisting.
As well as winning last years Rolex 24,
Brumos also won a race with its second car,
thanks to Joao Barbosa and Hurley Hay-
wood. So the potential is clearly there for a
strong 2010 season, although that second car
will be operated under another team name.
Theres also SunTrust Racings Ford
Dallara, twice a winner in 09 with Max
Angelelli and Brian Frisselle.
If Krohn Racing can resolve the spon-
sorship shortfall that took it out of last sea-
son after winning twice, wed like to see its
Ford-Lola again, hopefully with winning
drivers Nic Jnsson and Ricardo Zonta.
A top outt we wont have back, though,
is Penske Racing, which has withdrawn its
Porsche-Riley after an indifferent season
(by The Captains standards) that brought
nothing better than three podium nishes.
Among many other teams to keep an
eye on, we hear SuperCar Life may take
the BMW V-8 out of its Riley in favor of
the Ferrari V-8 engine the team uses in the
Ferrari Challenge series.
Theres also the technically interesting
Coyote chassis from Troy Flis Spirit of
Daytona team, which uses Porsches V-8
engine (Brumos stays with the at-6).
Spirit of Daytona will have a notewor-
thy guest driver this time: a British new-
comer named Derek Johnston. And hes a
real newcomer, having only started racing
on four wheels three years ago. But this
47-year-old businessman has made spec-
tacular progress in his racing, being the
inaugural winner of the Rolex 24 Driver
Challenge presented by Sunoco. This was
a points battle among four Sunoco-fueled
series in Europe and the U.K. last season.
Johnston, who normally drives a motor-
cycle-engine Radical sports racer, will
step into a V-8 Coyote at Daytona.
Speaking of guest drivers, the Rolex
24 is famed for lling its elds with lu-
minaries from NASCAR and other racing
worlds. As ever, the Speedway was being
coy about giving us details as early as we
wanted them, except to say, I think we
will continue to have marquee names.
Bob Stallings was more forthcoming. In
the Gainsco car, Fogarty and Gurney are
once again teaming with Jimmie Johnson
and Jimmy Vasser. I love those four guys,
says the owner. Theyre fast, theyre smart
and we have a lot of chemistry.
I really want to win this race!
Lexus wont be in the Rolex series this
year, so the Ganassi team has switched to
Dinan-prepared BMW V-8s. And with the
departure of Pontiac, the championship-
winning Gainsco car will have Chevy power.
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 85
At Ganassi, Pruett and Rojas are like-
ly to drive the primary car for the full
season again. For the 24-hour (only) the
team will add its second car and its other
champion drivers, Juan Pablo Montoya,
Scott Dixon and Dario Franchitti.
Once the 24 is over, of course, other se-
ries get going and the Grand-Am guys are
back on their own. Theyll nd much that
is familiar about the remaining 11 rounds
on their schedule, but several important
things have changed.
Prime among them, at least for fans
on the West Coast (not to mention racers
living there), is that Laguna Seca is gone
from the 2010 calendar. A Grand-Am
spokesperson expressed regret that we
were not able to get a good contract with
the track this year. The date has been tak-
en over by the American Le Mans Series.
Inneon, regular venue for Grand-Am
owner NASCAR, is not a workable G-A
alternative because of a date clash with
Mid-Ohio.
The spokesperson did add diplomati-
cally, We hope to come back to the
West, and we hope so too. The loss over
the years of those two tracks, along with
Fontana, Long Beach, Mexico City and
Phoenix, leaves a huge hole in the West.
Right now, the only Western race is at
Miller Motorsports Park in Utah. At least
its the season nale this year, on Septem-
ber 1112, and for novelty it will run on
the outer perimeter circuit this time.
All the rest are at familiar Eastern
courses, some of which host two events;
see the series schedule above for details.
Fans planning their travel will note that
several dates are different this season. A
glance at the calendar will also show sev-
eral Saturday races.
Glance at another calendar, that of
Grand-Ams third series, the Continental
Tire Sports Car Challenge. Most dates for
this series, which was formerly called the
Koni Challenge, are the same as Rolexs,
which is a difference from past seasons.
Sharing race cards with the Rolex se-
ries should help raise the Continentals
prole with both the public and the me-
dia, and it also makes it easier for several
teams to run cars in both.
Continental Grand Sport and Street
Tuner cars are all genuine production-line
vehicles, modied for competition. The
2010 roster should include newcomers
Audi, Dodge Challenger and Kia, plus
possibly Hyundai, joining the likes of
BMW, Chevy Camaro and Cobalt, Hon-
da, Mazda, Mini, Porsche, Subaru, VW
and 2009 champion Ford Mustang, whose
winning driver was Larry Rehagen.
At all Grand-Am races, autograph ses-
sions and forums let fans meet drivers
and crew, while at most events folks are
welcome to walk on the starting grids be-
fore the race starts. Grand-Am is further
leveraging its relationship with its public
through social networking functions like
Facebook and Twitter, and its website is
packed with video clips.
For those who cant make it to the
track, every Rolex race has live coverage
on SpeedTV.
So theres a tremendous amount of rac-
ing going on every race weekend. Keep
up with all this as it unfolds during the
season by checking www.grand-am.com.
That Rolex watch is about to start tick-
ingfast!
January 810, Roar Before The Rolex 24,
Daytona International Speedway, Daytona Beach,
Florida (pre-season test open to public)
1
January 3031, Rolex 24 At Daytona Inter-
national Speedway, Daytona Beach, Florida
2
March 67, Homestead Miami Speedway,
Homestead, Florida
3
April 910, Barber Motorsports Park,
Birmingham, Alabama
4
April 2425, Virginia International
Raceway, Alton, Virginia
5
May 2831 Lime Rock Park,
Lakeville, Connecticut
6
June 56 Watkins Glen International
(Long Course), Watkins Glen, New York
7
June 1920 Mid-Ohio Sports Car Course,
Lexington, Ohio
8
July 23 Daytona International Speedway,
Daytona Beach, Florida (co-running with
Sprint Cup)
9
July 1718, New Jersey Motorsports Park,
Millville, New Jersey
10
August 67, Watkins Glen International
(Short Course), Watkins Glen, New York
(another Sprint Cup co-event)
11
August 2728, Montreal, Quebec, Canada
(sharing with the Nationwide series)
12
September 1112, Miller Motorsports
Park, Tooele, Utah
2010 ROLEX
GRAND-AM SERIES
SCHEDULE
www.storemags.com & www.fantamag.com
86 R OA D & T R A C K www.roadandtrack.com
NOT FAR SOUTH OF THE DAYTONA INTER-
national Speedway, a bit west on Florida
44, is New Smyrna Speedway, carved as
a smooth, high-banked half-mile oval.
This classic countryside bullring race-
track is about as out of sync with the
streets of Monte Carlo and Le Mans as
pushrods are with pneumatic valves. Or
beer with Brunello.
Yet here come Formula 1 drivers Jarno
Trulli and Mika Salo to test their rst NAS-
CAR stock car, a Michael Waltrip Racing
(MWR) NASCAR Sprint Cup Toyota.
Trulli, the 35-year-old Italian, has 13 F1
seasonsmost recently with the dissolved
Toyota teamand the 2004 Monaco Grand
Prix trophy on his shelf. Salo, now 43, had
eight full F1 seasonshes one of Toyotas
initial GP driversand now races a Ferrari
F430 in the ALMS series.
Supporting cast:
Steve Hallam, 56, MWRs director of
competition, but with 27 years F1 expe-
rience, 18 with McLaren, most recently
as head of race operations during Lewis
Hamiltons title year.
Robert Bootie Barker, 38, graduate
engineer and the highly regarded crew chief
for Michael Waltrips No. 55 Sprint Cup car.
Trevor Bayne, a mere 18 and a 2009
pole-sitter in the Nationwide Series for
Waltrip, a ride he will have during 2010.
A 2009 Sprint Cup Toyota, weighing
3400 lb. and powered by a pushrod V-8
with around 850 bhp.
Each driver had a day that began with
Bayne and Barker setting up the car.
Bayne laid down a bogie lap time of 18.5
seconds, Salos and Trullis target.
Salo owned day one and quickly got in
the groove. He ran short stints, stopping
and talking with Barker and Bayne, who ex-
plained why the car was behaving as it was
and how it could be changed to alter that
behavior, a NASCAR tutorial for both driv-
ers, Trulli off to the side, quiet and pensive.
By lunchtime, Salo said of the car: Its
good. I was expecting a lot worse. Its a
slow circuit, a good place to do a rst run
and Im trying to get the feel of the car. We
made some little changes to make it more
comfortable, trying different things so I can
understand what something does, changing
springs or bars or whatever. Ive never been
on an oval before and its a new car for me,
adding with a smile, its really good fun.
Asked to compare the Toyota to the
Ferrari F430 Salo smiled and said: Its a
lot heavier and has a lot more power. But
its quite easy to control the power, the
engine is very driveable.
We hear that NASCAR drivers watch
F1 races, but is the reverse true? Salo
chuckled: Its difcult to follow NAS-
CAR in Europe. Not many TV channels
show it and its on in the middle of the
night when nice little Formula 1 drivers
are asleep. Its followed more on the In-
ternet. But Juan Pablo Montoyas conver-
sion to NASCAR has raised the attention
level and Salo added: I think people
have a more open mind now. Before, all
the young drivers in Europe wanted to be
in Formula 1. Now they understand there
are other forms of racing. I think thats
good. Which we saw later when Salo
described driving in the Arctic Rally to
Trevor Bayne, who was ready to buy a
ticket to Finland to try it.
Most difcult part of testing the Sprint
Cup car? Salo smiled again and said, Get-
ting in and outand its hot inside. He then
looked the big machine over and said, This
Blame Montoya
Thanks to Juan Pablo, F1 drivers Jarno Trulli
and Mika Salo take a crack at NASCAR
BY JOHN LAMM PHOTOS BY THE AUTHOR
Trulli, the Italian
F1 vet with a Finnish
name, is probably
wondering what hes
strapped himself into.
By end of test, he
lapped competitively.
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88 R OA D & T R A C K www.roadandtrack.com
SEE MORE
PHOTOS
+
VIDEO
ROADANDTRACK.COM/TRULLI
is a simple, pure race carand I like that.
During the afternoon, NASCAR legend
Mark Martin stopped by. He agreed that
18.5 was a good target lap time and talked
with Trulli, Salo, Barker and Bayne about
car setup, offering the thought that the
half-mile oval was like a road course,
except the two turns go left.
Asked what it takes for an F1 driver
to move to NASCAR, Martin suggested,
Youd better have your expectations in
check. I think it takes a Juan Pablo Mon-
toya to do it, and I dont think those dudes
are a dime a dozen. I think youve got to
have that kind of talent and dedication and
have a group like Montoya hadGanas-
sito continue to work through the learn-
ing curve. Its a tremendous challenge.
He added, Montoya says this is the
toughest of all that hes done.
On day two, Trulli took time settling
into quick, smooth-looking laps and later
confided that he had trouble at first be-
cause he had never driven a race car with a
roof, laughing and admitting, I was strug-
gling a little bit.
At the beginning it was quite a shock
because the switch from a Formula 1 car
to a NASCAR is big, really big. Were
talking especially about the mass of the
car, which is moving a lot.
But I am enjoying it. Step by step.
Im used to a very stiff car really on the
ground, and this one just has a different
way of reacting. In some ways I would say
it is easier for a Formula 1 driver because
the time reaction is slow, so I can gure it
out. On the other hand, there are a lot of
little details that can make you go slow.
So far from what Ive understood, you
need to be not just a skilled driver, but
a smart person as well. You need to be
thinking, whats happening? Whats go-
ing on? Can I change thismy driving
stylethe track is going offthe tires
so many things.
Asked about F1 drivers interests in
NASCAR, Trulli explained, I think the
world changed. And, again, the agent
of that change is Montoya. To be hon-
est, I didnt know much about NASCAR
until three years ago when Juan Pablo
made the move. I have been following
him from Europe.
Both drivers are realistic about the dif-
ference between cutting hot laps solo at
New Smyrna and mixing it up in a NAS-
CAR race. Running as Im doing here is
easy, Trulli pointed out, but racing with
43 cars on an oval is going to be differ-
ent and take a bit of time and experience.
Juan Pablo told me the race is even better
because youre ghting every lap.
Im really enjoying thisI feel like a
young driver and I have to learn every-
thing from scratch.
So how did Trulli and Salo do against
Baynes target 18.5-sec. lap? Identically;
the pair ran consistent 18.7san impres-
sive start.
Whos next?
Its 10 p.m. Do you know where
your children are? If your kid is Chase
Elliott, chances are hes about to
take the checkerand win another
main eventat one of the Souths
many oval tracks. As the son of 1988
NASCAR Winston Cup Champion Bill
Elliott, Chase is proof of the old adage,
The apple never falls far from the
tree. In his rst full season of com-
petition, Master Elliott, driving the
No. 9 Aarons Dream Machine racer,
was crowned champion of the Georgia
Asphalt Series (GAS) while scoring
wins and several podium nishes in
six other late model stock car racing
seriesall at the tender age of 13!
Like many drivers, Chase started his
racing career in go kartsin his case
at the age of 8progressing from
dirt karts to pavement karts to shifer
karts before graduating to Bandolero
Bandits and Legends racers while win-
ning numerous championships along
the way. In 2009, Elliott joined the
ranks of the big boys, climbing behind
the wheel of a Pro Late Model elded
by Bill Elliott
Racing.
For the uninitiated, late model
stock cars in their various congura-
tions use square-tube frames, have
berglass, production-car-look-alike
bodies and weigh from 2700 to
2750 lb. Powered by stock-block
V-8s ranging from 350 to 360 cu.
in., these carbureted pushrod power-
plants develop from 410 to 600-plus
horsepower. Bottom line: Late mod-
els are quite a lot of race car, espe-
cially for someone like Chase whos 5
f. 3 in. and weighs 115 lb.
For now, Elliotts racing options
are limited by his age. Im not old
enough to do anything else, so this
will be it for a few more years, says
Chase, who recently turned 14 and
will continue competing in these
smaller series until he turns 18,
the minimum age for obtaining
a NASCAR license.
When hes not racing, Chase Elliott
is just another 8th grader.
So what do his class-
mates say about the
champion driver in
their midst? Not a
whole lot, he says,
matter-of-factly.
They all know its
just kind of what I
do.Joe Rusz
BOY RACER
WILL THERE BE A CHASE
IN THE CHASE ONE DAY?
Trulli, top, checks out all 3400 lb. of the
Toyota Camry stock car he will soon drive.
Helping him and Salo (above left) get up to
speed are Waltrips Bootie Barker, right,
and young gun Trevor Bayne, left.
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 89
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Its All About Racing
As a young boy racing slot cars and reading Road
& Track, I always thought that someday if I could only get my
name in that magazine, I would have arrived, I would have made
it to the big time. As a kid you never think youll get there. Then
one day you wake up and you have three different types of cars,
you win the Indy 500 three times, you win the 24 Hours of Day-
tona three times and you win some NASCAR races. Its a dream
come true for somebody like me.
Driving racing cars in the late 80s, I thought that maybe I
could be involved in the sport in another capacity and enjoy it
just as much. At the time that was a difcult transition to make
because racing really wasnt a bona de business. You could
hardly tell someone you did
that for a living because if you
did, they looked at you with
a raised eyebrowespecially
in Pittsburgh, which is where
Im from. While Pittsburgh is a
great sports capital, I wouldnt
call it the auto racing center of
the United States. Racing was
something that a lot of people
locally didnt understand. Some
still dont. What I was trying to
explain to people 25 years ago
was the whole business concept
of professional racing, the sport
I decided to get into.
At the time, going from driv-
er to team owner was a difcult
transition. But looking back on
it now, it seems so seamless. By taking the experience I had on
the track and then applying what I learned either in college or in
our family business, I kind of pooled all that knowledge together
under one umbrellaalong with my slot car racing experiences.
Interestingly enough, the fundamentals of racing slot cars arent
that much different than the fundamentals of racing at the highest
level. Sure, the latter is a lot more expensive, but its all the same.
Its about having good equipmentgood motors, good tires
and good bodywork. And its about having good drivers. Im so
blessed to have worked with some great onesDario Franchitti,
Scott Dixon and Juan Pablo Montoya. And you cant mention
them without talking about guys like Alex Zanardi, Jimmy Vass-
er, Michael Andretti, Kenny Brck and Scott Pruett in sports cars.
Ive had a lot of guys drive for us who won a lot of races.
So how do you nd great drivers? Thats a good question. Ev-
erybodys fast. All these guys at this level are fast. But Ive been
lucky to nd people who feel the same as I do in their hearts and
souls, and whose outlook on the sport is congruent with mine. Plus
if you have good equipment, youll attract good drivers. That hasnt
changed for a long time. I think our stuff is pretty good. And so
when drivers become available, I hope they look to us as a team that
theyd want to drive for. Ive always said that I want to put a team
out there that I would certainly be proud to drive for. Thats always
been my goal. Of course, you cant do it without standing on the
solid footing that Ive had with our sponsor, Target. Its that simple.
At the end of the day, though, its all about racing. I dont
hear or read enough in the media about the actual racing. We all
get so caught up arguing about standardized cars, standardized
engines, about sponsors and sponsor commitments, and even
about paint job colors, that we overlook the sheer athleticism
thats involved in driving at a high level of human performance
for an extended period of time. Being on the outside edge of the
envelope, as Chuck Yeager says. Theres a hell of a lot of racing
going on thats really good, and I think that gets lost on a lot of
viewers. At every level of racing in this country, from slot cars to
go karts to Legends cars, quarter midgets, sprint cars, modieds,
late models, ASA cars, you name it, you still have that little mo-
ment when you watch a driver whos on the very outside edge
of the envelope. Thats what I love so much about the sport, and
thats what I think the media should focus on.
Of course, not everybody understands racing. Its certainly not
for the faint of heart. But its been a very rewarding business for
me professionally and personally, probably because I have never
forgotten what my dad always used to tell me: Do what youre
supposed to do when youre supposed to do it, and everything
else will take care of itself.
Im so blessed
to have worked with
some great
drivers
Dario Franchitti,
Scott Dixon and Juan
Pablo Montoya.
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www.storemags.com & www.fantamag.com
www.storemags.com & www.fantamag.com
2010 BMW X6 M
DRIVING BMWS NEW X6 M ON A RACE-
track is an eye-opening experience. The
way it carves up the turns and gobbles
up the straights is impressive for such a
big vehicle. Thank the twin-turbo V-8 and
fantastic torque-biasing all-wheel-drive
system for that.
Once we took delivery of our loaner,
we put it through our test program to nd
out how fast it really is.
Launching this sports activity coupe
feels like youre getting an interstellar ship
ready for warp drive. First, put the car into
M mode. This stiffens the dampers, places
the engine in Sport mode for faster throttle
response, quickens the steering and biases
the torque rearward. It also activates M Dy-
namic Mode, which raises the limits of the
stability and traction control systems. Then
place the transmission into Sport. Finally,
left-foot brake and mash the throttle. Engine
speed will rise to 2800 rpm and once there,
release the brake to launch.
When the road gets twisty, the all-wheel-
drive system sends torque to the wheels
that can use the power. To fend off under-
steer, power is routed to the outside rear
wheel to help rotate the car through the
turn. If the back end steps out, more power
is sent to the front to pull the car back in
line. The feeling is like being on rails.
Aside from the smallish cargo volume
(20.1 cu. ft.), living with the M is easy. Its
ridiculously poor rear view is mitigated
by a top-down camera system that pro-
vides a helpful perspective at parking
lot speeds. Its easy to access the trunk,
thanks to the power-operated hatch.
In our brief time with the X6 M, we
appreciated the technology and power,
but still found the packaging lacking. For
those looking for a gigantic, powerful
sports coupe, the X6 M is the 2.5-ton go-
rilla to be reckoned with.Calvin Kim
2010 MAZDASPEED3
AS ENGINEERING CHALLENGES GO, MAZDAS
263-bhp hot hatch presents a scenario un-
thinkable to early front-drive pioneers, what
with 280 lb.-ft. of peak torque applied to
the road through two postcard-size contact
patches that are also asked to steer the car.
A tall order, yes, and one this MS3s pre-
decessor delivered, albeit with some rough
edges. Now we have a reskinned MS3 with
Nagare-inspired organic styling, a massaged
interior, retuned suspension, wider rubber
(225/40R-18s, versus 215/45-18s before)
and a carryover 2.3-liter direct-injected tur-
bo 4-cylinder paired with a 6-speed manual.
So is it new and improved? Well, theres
still some ECU/boost dithering in the rst
two gears...slightly annoying, but without
it youd have far more unintentional wheel-
spin. The shifter now has better-defined
gates; no more inadvertent 3rd-gear selec-
Diferent Strokes for Diferent Folks
Four hot new rides that will help us power out of the struggling economy
2010 BMW X6 M
List price $88,900
Price as tested $95,025
Curbweight 5095 lb
Engine, transmission 4.4-liter V-8tt, 6-sp automatic
Horsepower, bhp@rpm 547 @ 6000
Torque, lb-f @rpm 502 @ 15005650
060 mph 4.2 sec
0100 mph 10.5 sec
01320 f ( mile) 12.7 sec @ 110.5 mph
Topspeed 155 mph*
Braking, 600mph 120 f
Braking, 800mph 218 f
Lateral accel (200-fskidpad) 0.90g
Speedthru 700-f slalom 65.7 mph
Ourmileage, EPAcity/highway 12.7, 12/17 mpg
* Electronically limited.
2010 Mazdaspeed3
List price $23,195
Price as tested $25,090
Curbweight 3250 lb
Engine, transmission 2.3-liter I-4t, 6-sp manual
Horsepower, bhp@rpm 263 @ 5500
Torque, lb-f @rpm 280 @ 3000
060 mph 6.1 sec
0100 mph 14.5 sec
01320 f ( mile) 14.4 sec @ 99.6 mph
Topspeed 155 mph*
Braking, 600mph 126 f
Braking, 800mph 219 f
Lateral accel (200-fskidpad) 0.90g
Speedthru 700-f slalom 68.8 mph
Ourmileage, EPAcity/highway 17.0, 18/25 mpg
* Electronically limited.
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www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 93
tion when youre going for 1st at a stop-
light. And the engine, its intercooler now
fed through a Subie-esque hood scoop,
delivers its power in a more linear way and
is less asthmatic near redline too. Still, its
060 time of 6.1 seconds (versus 5.7 sec.
for the previous generation) no doubt re-
ects a weight increase of roughly 100 lb.
With increased roll control, the MS3
handles more precisely, yet with less of its
former self s kidney-thumping feel over
larger bumps. Skidpad is a solid 0.90g,
up from 0.86. Under power, steering still
gives unsolicited suggestions to your cor-
nering line, but this time the torque steer
is less extroverted.
The interior feels familiar, though ev-
ery contour is tweaked. The big news is
the Tech Packages nav system, whose
screen makes up for its puny size by its
optimized line-of-sight location near the
base of the windshield.Douglas Kott
2010 AUDI
R8 5.2 FSI QUATTRO
WEVE GIVEN AUDIS V-8-POWERED R8
plenty of praise. The addition of Lambor-
ghinis V-10 nudges the already superlative
R8 into the realm of exotic-dom, but dont
think of the R8 as a rebadged Lamborghini
Gallardo. There are mechanical similari-
ties, but the German manufacturer has kept
to its ways. Instead of screaming for atten-
tion, the R8 V-10 has only subtle exterior
changes compared to the V-8 version. In-
take sideblades are ared outward and there
is less restriction into the air ducts. Its done
for a reasonnot just aesthetics.
The exhaust tips are now oval units,
but the growl emanating from the V-10
at its 8700-rpm redline (200 rpm more
than the Lamborghinis) is still subdued
when compared to the Italians scream.
Its performance isnt hampered much by
the Germans desire to keep a semblance
of decorum and refinement. Giving up
roughly 100 lb. to the V-8 but gaining 105
bhp, the V-10 easily goes quicker through
the quarter mile.
The optional Audi R tronic sequential
transmission is somewhat frustrating in
trafc where it isnt as good as modern
dual-clutch units, but at full throttle it
works flawlessly, changing gears fast-
er than humanly possible. Although the
wheels and tires remain the same, the
revised suspension helped the V-10 snake
through our slalom faster than a Ferrari
Enzo.Shaun Bailey
2010 CHEVROLET
CORVETTE GRAND SPORT
THE GAP BETWEEN A STANDARD CORVETTE
and its high-performance sibling, the Z06,
has never been adequately lled by the
optional Z51 performance package. It
was too little improvement for too much
money. The new Z52 package is enough
of an enhancement to earn a special
nameGrand Sport. For roughly $6000
more than the base car, the GS offers near
Z06 performance and looks.
To keep the GS price reasonable, it for-
goes the aluminum frame, forged wheels
and LS7 engine of the Z06. However,
what it does include is worth every penny.
The LS3 V-8 gets dry sump lubrication
and is handbuilt for the ultimate in track
durability. The steel chassis is made as
wide as the Z06s, and the tires and brakes
are taken directly from it too. Its suspen-
sion isnt as stiff, but we found it worked
just as well. That makes us wonder if the
Z06 could benet from similar suspen-
sion tuning.
Although our test car didnt have the
retro fender hash marks like the 1996
models, they can be had as part of the
$1195 Heritage Pack that also includes
two-tone seats with Grand Sport embroi-
dery. No matter how you shake it, this
Corvette gives your buck more bang.SB
2010 Audi R8 5.2 FSI Quattro
List price $155,100
Price as tested $172,250
Curbweight est 3745 lb
Engine, transmission 5.2-liter V-10, 6-sp seq manual
Horsepower, bhp@rpm 525 @ 8000
Torque, lb-f @rpm 391 @ 6500
060 mph 3.3 sec
0100 mph 7.6 sec
01320 f ( mile) 11.5 sec @ 123.1 mph
Topspeed 196 mph*
Braking, 600mph 118 f
Braking, 800mph 210 f
Lateral accel (200-fskidpad) 0.99g
Speedthru 700-f slalom 73.2 mph
Ourmileage, EPAcity/highway est 14.0, 13/20 mpg
* Electronically limited.
2010 Chevrolet Corvette Grand Sport
List price $54,770
Price as tested $68,365
Curbweight est 3360 lb
Engine, transmission 6.2-liter V-8, 6-sp manual
Horsepower, bhp@rpm 436 @ 5900
Torque, lb-f @rpm 428 @ 4600
060 mph 4.1 sec
0100 mph 9.2 sec
01320 f ( mile) 12.4 sec @ 116.5 mph
Topspeed 190 mph*
Braking, 600mph 112 f
Braking, 800mph 197 f
Lateral accel (200-fskidpad) 0.96g
Speedthru 700-f slalom 70.7 mph
Ourmileage, EPAcity/highway est 17.0, 16/26 mpg
* Electronically limited.
Chevrolet Corvette Grand Sport.
Audi R8 5.2 FSI Quattro.
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www.storemags.com & www.fantamag.com
94 R OA D & T R A C K
BY DOUGLAS KOTT
SENIOR FEATURE EDITOR
So your co-workers probably already know youre a car guy/girl. Theyre not
super-sleuths or potential Jeopardy! contestants, but theyve keenly picked
up on the sounds of YouTube racing videos emanating from your cubicle.
And, with the visual acuity of a forensic investigator, theyve spotted the
two bleeding knuckles on your right hand. (Note to self: Buy a set of good
6-point sockets. And some Neosporin.)
So the jig is up. Why not embrace it, then, with some high-quality apparel
and accessories that tell the world that you know the diference between
Elle Macpherson and a MacPherson strut (oh, potentially bad example!) or
that polar moment has nothing to do with Antarctica. You get the picture.
Wearables for the Well-Dressed Car Guy
BRECK ROTHAGE JAGUAR SILK SHIRT
www.breckrothage.com
$139
Southern California artist Breck Rothages unique style carves away the
unnecessary and embellishes the shiny bits, his subject matter consisting
largely of vintage Ferraris,
Alfas, Jaguars and Due-
senbergs. Case in point:
this high-quality silk shirt
embroidered front and
back with the gleaming
visage of a vintage Jag-
uar. His line also includes
embroidered lightweight
jackets ($80), eece pull-
overs ($80), long-sleeve
polo shirts ($75) and silk-
screened T-shirts ($35)
that showcase his work.
SPARCO FLEECE ZIPPERED JACKET
www.sparcousa.com
est $80
Much of what Sparco makes incor-
porates Nomex and is intended to
keep heat out (i.e., gasoline-fu-
eled res inside race cars), so the
irony is not lost on us here; this
plush, zippered eece jacket
is just the ticket to keep you
warm and toasty, even in the
wind-whipped upper decks
of the Turn 2 grandstands.
The big zipper pull-tab and
generous collar are nice
features too. They come in
blue, red and black, sizes
XSXXXL.
SPARCO PITLANE SHOES
www.sparcousa.com
$69
A racing-inspired shoe for casual use, the Pit-
lane echoes the styling of Sparcos competition
line, right down to the thin soles and rolled heel
that makes for uid heel/toe downshifs. Theyre
made of suede and canvas (the former used for
toe and ankle areas), are available in six difer-
ent color schemes and range in size from 5 to
11. They strike us as a lightweight and stylish
shoe for open-track days, or that hike up to
Laguna Secas Corkscrew.
SUIXTIL CANVAS TOURING BAG
www.suixtil.com
$50
Want to be associated, in some small way, with a certain J.M. Fangio?
Well, Suixtil was the ofcial provider of race clothing to Argentinean F1 and
F2 drivers starting in the late 1940s, and the company continues to this day
with an impressive lineup of vintage clothing. But it was this Touring Bag
that caught our eye. Made of cotton canvas with leather trim, it measures
16 x 11 x 2.3 in. and would be perfect for your sunglasses, gloves and a
mapof, say, Italy. So where exactly are the Futa and Raticosa passes?
www.storemags.com & www.fantamag.com
www.roadandtrack.com F E B R U A RY 2 0 1 0 95
SERENGETI CETERA SUNGLASSES
www.serengeti-eyewear.com
$159
Part of Serengetis new Polar PhD line, these Cetera sunglasses are quite stylish with their
rakish tortoise-shell frames (also available in Hematite black). The polarizing layer is applied to
the back of each lens and eliminates the delamination possibility of lm-type polarized lens construc-
tion. The glasses are also photochromic, instantly lightening or darkening to suit the current light
conditions. The lens material itself, mysteriously referred to as NXT, is said to be 10 percent lighter
than polycarbonate.
BELT BUCKLES
www.buckleshop.com
$14.95$17.95 apiece
Such a dealthese buckles help hold your
pants up and say something about your automo-
tive predilections. Made of pewter and decorated
with durable epoxy paint, these are but a few
ofered through www.buckleshop.com, as they
have more than 60 automotive-themed buckles
and hundreds of others in a dizzying array of
categories. The Route 66 one is probably the
coolest; on the back is a small bas-relief map of
the U.S. showing the highways path.
TAG HEUER MONACO LS
CHRONOGRAPH CALIBRE 12
www.tagheuer.com
$6000
Wed all like to think
we have a little Steve
McQueen in us, or at
least his character
Michael Delaney
in the 1971 racing
epic, Le Mans.
With Tag Heuers
recent update
of the legendary
square-cased
Monaco rst
introduced in
1969 and worn
on McQueens wrist,
you can channel some
of that special aura. Of
course, its movement is
automatic, and the dial shows a modern progres-
sion with its linear second display. Its available
in brushed or polished nishes, with either a
black alligator strap or steel bracelet.
BIONIC DRIVING GLOVES
www.bionicgloves.com
$39.95
Made of supple cabretta leather and designed by an
orthopedic hand surgeon, these Bionic driving gloves
are comfortable, stitched and cut in a way that promotes
natural motion so you can grip the skinniest of vintage
steering wheels. They breathe pretty well, too, thanks
to the numerous small mesh inserts. Theyre available in
either black or brown, in SXXXL sizes.
www.storemags.com & www.fantamag.com
96 R OA D & T R A C K www.roadandtrack.com
BY SAM MITANI
INTERNATIONAL EDI TOR
The thought of attending another automotive show
right after covering the ghost town that was the Tokyo Motor
Show was as appealing as sitting through a Detroit Lions foot-
ball game. Heading to Las Vegas for the SEMA show would be
just another reminder of how the sagging economy and strug-
gling car market are ruining all our lives. But then again, there
are far worse places to go for a business trip than Sin City.
The Specialty Equipment Market Association puts on the
SEMA show every year. Automotive aftermarket companies
come from all parts of the globe to display their stuffevery-
thing from turbochargers to winches to car-wash kitswhile
buyers and distributors look for their next big business opportu-
nity. Last year, with the recession in full bloom, the attendance
for the SEMA show was near its all-time low, and this year was
expected to be no different.
But when I arrived at the Las Vegas Convention Center,
the halls were alive with bustling crowds, the
booths lled with plenty of interesting souped-
up cars and pretty girls were strutting their stuff
all around. I then attended an event at the Las
Vegas Speedway, hosted by Discount Tire, where
all the major tire companies showed up, bringing
with them their huge rigs and newest products.
Plenty of guests were on hand to enjoy the day
getting rides in NASCAR race cars, drift ma-
chines and even an IRL open wheeler. If there
was a recession going on, youd be hard pressed
to realize it here.
This made me wonder: Is all the rhetoric about
the rebounding economy coming out of Wash-
ington, D.C., true? Granted, the automotive af-
termarket market may not be the ideal indicator
to judge a recovering economy. People who dont
have money to spend usually hang onto their vehicles longer,
which means aftermarket products such as tires, restoration kits
and replacement parts sell better. But what I saw at SEMA was
the return of car enthusiasm, with wild performance-enhanced
creations and revitalized interest in making cars more exciting,
not just making them last longer. This glow was absent at last
years showheck, it was absent at the Tokyo Motor Show only
a week before.
Its obvious from this years SEMA show that many aftermar-
ket tuners, and some manufacturers, are far from throwing in the
towel in this ght with our struggling economy. Otherwise, would
they really build things like the Specter Werks Corvette, Calla-
way Camaro or Ford Fusion MRT T4 without a glimmer of light
at the end of the recession tunnel? Not likely. While being green
and ecologically responsible is all well and good, its nice to see
that the aftermarket folks havent forgotten that passion and en-
thusiasm, along with good nancial sense, have always served as
the foundation for driving the automotive business upward.
The Afermarket, an Early Indicator for a Recovering Economy?
The automotive
aftermarket dead?
Not a chance. Just
look at the 2009
SEMA show, where
tweaked Camaros
abounded and the
crowds were big.
Among our favorite
cars: the Specter
Werks Corvette,
the supercharged
Callaway Camaro
and the slick Ford
Fusion MRT T4.
P
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www.storemags.com & www.fantamag.com
www.storemags.com & www.fantamag.com
98 R OA D & T R A C K www.roadandtrack.com
BY TOM WILSON
Do you have a technical question?
Send it to RTLetters@hfmus.com, or Technical Correspondence, Road & Track, 1499 Monrovia Ave.,
Newport Beach, Calif. 92663. Be sure to include your rst and last name, hometown and state.
HOT VETTE
My current car is a 2006 Chevrolet Cor-
vette that runs at around 200 degrees, and
the fan does not come on until 200 degrees.
My old car ran much cooler. Would I be better
of installing a 170-degree thermostat? The
ad for this thermostat says cooler cars run
better. Your thoughts, please.
Roger McTighe
SANDIEGO, CALIFORNIA
Our thought is someone is happy to sell
thermostats, especially given all the talk about
engines running better if they are cooler. If that
were the case, then Chevrolet would have select-
ed a cooler engine operating temperature. But
they didnt and thats because everything from
oil viscosity, combustion chamber temperatures,
air/fuel ratio, heater and defroster efciency, etc.,
is designed to run in the 190- to 200-degree
range (ofen 193 degrees).
Of course, everything is a compromise and
enthusiasts are quick to point to cooler intake
charge air as making more power. True, but cool-
ing the entire engine below its designed running
temperature to eek down the charge tempera-
ture extracts a mileage, emissions and longevity
price for marginal power gains.
Colder thermostats have a place in hot rodding
when signicant power increases, most ofen
from adding a supercharger, require greater
reserves for momentary overheating. But in a
stock or near-stock engine, the design operating
temperature yields the best fuel economy, emis-
sions compliance and engine life.
PRESSURE POINT
A former mechanic friend suggested I use
a lower pressure radiator cap (67 psi) in
place of the stock cap (13.517.8 psi) on my
2004 Toyota Celica GT. He claims the lower
pressure will decrease the stress placed on
the engine seals and gaskets. In addition, if
the cooling system fails, the result will be a
slower, gentle release of pressure from the
cap (giving time for the driver to pull over
and let the engine cool) rather than a sudden
violent explosive release from a fractured ra-
diator, heater core or some other component
of the system.
His reasoning is that a lower-pressure cap
with a correctly working cooling system still
runs at the same temperature dictated by the
thermostat. The use of a lower-pressure cap
only decreases the boiling point of the cool-
ant, a point still at a high enough tempera-
ture that a correctly working cooling system
would never reach without destroying the
engine anyway. Does my friends reasoning
hold any water?
David E. Block
EAST SETAUKET, NEW YORK
Interesting thinking. Generally your friend is
right, but we believe this is a triumph of theory
over reality, plus one thought has been overlooked.
Our rst reaction is Toyota selected the nomi-
nal 15-psi cooling system pressure for a reason
and it likely wasnt because they had a few bins
of such caps lef lying around. Thus, the seals
and gaskets were designed to withstand some-
thing around 20 psi, so making a change to
protect them is unnecessary.
Well also note that even at 6 psi the release
of boiling water is never very gentle and once
things have gotten to that point, youre likely
stranded anyway. And if you asked us to guess,
a cooling system failure such as you suggest is
typically a hose coming loose and that will drain
all the water gravity allows. Especially if the
lower or return radiator hose comes adrif, the
game is up anyway.
Whats been overlookedand maybe the rea-
son Toyota and many other OEMs select cooling
system pressures in the 1721-psi rangeis
avoiding localized boiling inside the engine. Hot
spots in the water jacket, say around the exhaust
valves, can cause localized coolant boiling. That
can lead to cracked head castings where the
coolant separates from the casting as it boils.
Elevating the coolant pressure reduces this risk
by raising the coolants boiling point.
Explained: Thermostats and Radiator Caps

MAKE ROOM
lN YOUR
GARAGEl
Get a dlgltal subsorlptlon
or baok lssues of
ROAD & TRACK
and save spaoel
W|th d|g|ta| |ssues of ROAD & TRACK,
a|| your o|d favor|tes are oonven|ent|y
stored on||ne and on your oomputer, so
you oan eas||y f|p through baok |ssues
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ADvERTlSEMENT
visit Zinio to get your digital copies today:
www.zlnlo.oomlrt-lssues
(lssues available: 2005-presentj
www.storemags.com & www.fantamag.com
SHAKY IDEA
Do you remember the concept of power
balancing for race engines? It was a mystical
art based on the idea that the power stroke
of an engine put an imbalance into the rotat-
ing masses that was quite diferent from
an unloaded rotating balancing job with the
engine not running. I suppose this might
work in a very narrow rpm band, but I havent
heard about it since the 1950s.
Anatoly Arutunof
TULSA, OKLAHOMA
Perhaps you are referring to under- or over-
balancing? Thats where the rotating assembly
is purposely balanced slightly heavy or light for
a power gain on racing engines. One thought
was very high-rpm engines could use a little
extra counterweight mass to ofset a supposed
gain in inertia by the especially energetic piston
assembly. In other applications, endless trial-
and-error has shown a power gain at some
point in the powerband.
MORE LEATHER CARE
Rick Saltarellis recent letter (September
2009) asking for leather seat-care advice
continues to generate helpful tips. Buck
Hogoboom of Madison, Wisconsin, said
he was willing to share one of my all-time
leather secrets, spawning from over a decade
of professional detailing experience. Grab a
short-bristle horsehair detail brush. Dilute all-
purpose cleaner 1:1 with leather conditioner.
Soak the brush with the mixed solution and
lightly scrub the problem area. Wipe dry with
a sof towel. Excellent for armrests and tex-
tured vinyl, too.
BOTTOMING MERCEDES
My 2001 Mercedes-Benz E430 4matic has
great road mannerssmooth and composed.
However, I have to be very careful driving
over speed humps, which are proliferating
in my area and at some driveway entrances,
or the front suspension will bottom with a
sickening bang. Is there a diferent set of
shock absorbers or springs that I can put on
the front that would mitigate this problem
without signicantly compromising the cars
cruising quality?
Christopher Curtis
BETHESDA, MARYLAND
Preserving that great Mercedes ride while in-
creasing spring and dampening rates is too much
to ask in our opinion. Practically speaking, wed
suspect that installing new stock shocks may
give you just enough renewed control to help with
the bottoming. Wed also set the tire pressures
toward the top of the acceptable range.
Subtle changes, we admit, but, if even avail-
able for the 4matic, afermarket springs and
shocks will give a lowered ride height (not good
for speed bumps!) and a noticeably rmer ride
so you know you got something for your hot-
rodding money.
www.storemags.com & www.fantamag.com
100 R OA D & T R A C K
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AcuraRL
1
5-09
10
$54,860 V-6 300 271 4085 6.2 15.3 14.7
@
97.8 130
5
126 226 0.86 67.3 17.0
4
TLSH-AWD
1, 2
7-09 $43,995 V-6 305 275 3955 5.9 14.7 14.4
@
99.1 128
5
114 198 0.93 68.0 17.2
TSX V-6
1
9-09
10
$38,760 V-6 280 254 3630 5.9 14.6 14.4
@
99.3 130
5
133 241 0.85 64.1 19.0
4
AlfaRomeo8CCompetizione 1-08 $253,750 V-8 450 354 3495
4
4.2 9.3 12.4
@
115.4 181 105 196 1.02 na 14.0
4
Aston Martin DBS
1
3-09
10
$276,140 V-12 510 420 3940 4.1 9.2 12.4
@
114.9 191 111 193 0.95 71.4 na
V8 Vantage 1-08
11
$127,200 V-8 380 302 3605 5.3 12.6 13.7
@
104.4 175 119 212 0.91 69.4 13.9
Ameritech McLaren F1 12-97 $1,131,120 V-12 627 479 2840 3.4 7.7 11.6
@
125.0 231 127 215 0.86 64.5 11.5
Audi A43.2 Quattro
1, 2
5-09 $49,975 V-6 265 243 3810 5.9 15.3 14.4
@
97.5 130
5
125 224 0.86 66.2 18.3
A53.2 Quattro 7-08
10
$48,565 V-6 265 243 3765 5.5 13.8 14.0
@
100.6 130
5
114 201 0.91 67.1 19.0
4
A6 3.0Quattro
1
6-09
10
$56,025 V-6s 300 310 4125 5.5 13.8 14.0
@
100.8 130
5
126 227 0.85 64.1 19.0
4
R8 1-08
11
$133,045 V-8 420 317 3650 4.3 11.0 12.9
@
109.8 187
5
112 196 0.98 71.1 14.0
TTS
2
11-09 $52,075 I-4t 265 258 3235 4.6 11.8 13.2
@
105.2 155
5
115 202 0.98 72.0 19.9
BentleyContinental GTSpeed
1
5-08
10
$226,555 W-12tt 600 533 5170 4.0 9.9 12.5
@
113.4 202
5
116 199 0.90 66.2 11.0
BMW M3 Coupe DCT 12-08
10
$65,000 V-8 414 295 3670 4.3 10.0 12.7
@
112.4 155
5
116 205 0.93 71.1 13.1
M3 Sedan
2
6-08 $59,050 V-8 414 295 3585 4.6 10.5 13.0
@
110.4 155
5
113 195 0.95 72.9 14.6
X6 xDrive50i
1
7-08 $73,925 V-8tt 400 450 5270
4
4.8 12.5 13.4
@
102.8 155
5
116 208 0.90 64.9 14.0
4
Z4sDrive35i 7-09 $57,500 I-6tt 300 300 3460 4.8 11.7 13.3
@
106.7 150
5
116 206 0.89 66.2 21.6
135i
2
11-09 $38,175 I-6tt 300 300 3375 4.7 11.7 13.3
@
105.3 150
5
117 209 0.92 71.0 19.7
335d
1, 2
5-09 $50,895 I-6td 265 425 3960 5.3 13.4 13.8
@
101.4 149
5
116 208 0.92 70.5 25.5
750Li
1
8-09 $110,170 V-8tt 400 450 4735 4.9 11.8 13.4
@
106.0 150
5
120 207 0.87 68.7 15.9
Bugatti Veyron 16.4 2-07 $1,482,700 W-16qt 1001 922 4470 2.6 5.5 10.2
@
142.9 253 111 199 0.94 68.0 9.0
4
Cadillac CTS-V
2
8-09 $66,835 V-8s 556 551 4130 4.1 8.8 12.3
@
118.8 191 114 198 0.90 70.1 15.6
ChevroletCamaroRSV-6
1
11-09
10
$29,400 V-6 304 273 3785 6.1 15.2 14.5
@
97.5 155
5
121 212 0.86 66.5 19.0
4
CamaroSS
2
6-09
6
$32,390 V-8 426 420 3875 4.6 10.5 12.9
@
110.2 155
5
121 212 0.89 66.4 20.8
Cobalt SS
2
11-08 $23,510 I-4t 260 260 2995 5.4 12.8 13.9
@
104.0 160 121 214 0.92 70.0 20.4
Corvette Z06
2
5-08 $79,595 V-8 505 470 3190 3.4 8.0 11.7
@
123.7 193 111 189 0.99 70.6 17.5
Corvette ZR1 2-09 $117,000 V-8s 638 604 3325
4
3.3 7.4 11.4
@
125.5 205 106 183 1.10 73.4 12.2
Dodge Challenger R/T
2
10-09 $38,170 V-8 376 410 4135 5.8 13.8 14.1
@
101.2 142
5
136 246 0.83 62.7 20.3
Charger SRT8
1, 2
3-09 $46,125 V-8 425 420 4185 4.9 11.4 13.2
@
108.8 165
5
124 220 0.88 65.8 18.5
Viper SRT10 4-08
10
$92,535 V-10 600 560 3445 3.4 8.2 11.7
@
122.8 202
9
116 198 1.01 70.2 14.0
4
Viper SRT10ACR 4-08
10
$98,110 V-10 600 560 3430 3.4 8.0 11.6
@
122.6 177
9
109 187 1.12 73.4 na
Ferrari Enzo 7-03 $652,830 V-12 650 485 3230 3.3 6.6 11.1
@
133.0 218 109 188 1.01 73.0 13.3
F430 1-08
11
$248,903 V-8 483 343 3195 3.8 8.8 12.0
@
119.6 196 114 194 0.94 71.9 12.2
599 GTB Fiorano F1 5-07 $319,408 V-12 611 448 3865 3.2 7.0 11.2
@
129.3 205 109 186 0.97 71.2 10.0
4
FordGT 12-03 $150,525 V-8s 500 500 3390
4
3.8 8.8 12.2
@
121.6 190 117 199 0.99 69.5 15.0
4
MustangBullitt 7-08
10
$34,705 V-8 315 325 3520 5.1 12.6 13.7
@
103.2 151 130 234 0.87 66.4 16.0
4
MustangGT
2
10-09 $34,130 V-8 315 325 3585 5.3 12.7 13.8
@
104.0 145
5
115 202 0.93 69.1 23.4
Shelby GT500KR 10-08
10
$83,300 V-8s 540 510 3885 4.7 10.2 12.9
@
116.0 155
5
121 211 0.93 66.8 13.0
4
Taurus SHO
1,2
12-09 $42,985 V-6tt 365 350 4285 5.2 12.8 13.6
@
103.2 131
5
122 216 0.88 64.8 17.5
HondaFCXClarity
1
5-09 $600/mo. FC 134 189 3575 8.6 27.3 16.8
@
84.3 100
5
129 241 0.82 64.1 na
S2000CR 12-07 $37,000 I-4 237 162 2790 5.3 13.7 13.8
@
100.8 150
5
109 204 0.99 71.7 23.4
4
Hyundai Genesis 4.6LV8 5-09
1
$42,000 V-8 375 333 4015 5.5 13.0 13.9
@
103.8 149
5
120 218 0.86 63.8 18.0
4
Genesis Coupe 2.0T 6-09
10
$27,500 I-4t 210 223 3390 7.2 18.7 15.4
@
90.8 137
5
124 214 0.85 67.6 22.0
4
Genesis Coupe Track
2
6-09 $30,345 V-6 306 266 3470 5.7 14.7 14.4
@
99.1 149
5
118 211 0.90 69.3 18.0
4
Inniti G37 Coupe Journey
1,2
6-09 $45,045 V-6 330 270 3700 5.4 13.0 13.8
@
103.2 155
5
118 206 0.89 68.4 19.0
4
G37 SSport
1
3-09
10
$39,815
4
V-6 328 269 3670 5.2 13.1 13.8
@
103.0 155
5
118 212 0.92 69.1 na
Jaguar XFSupercharged
1
6-08 $65,475 V-8s 420 413 4160 5.0 11.4 13.4
@
107.7 155
5
113 198 0.88 66.8 16.0
4
XFR
1,2
8-09 $80,000 V-8s 510 461 4405 4.3 9.6 12.6
@
115.3 155
5
117 206 0.88 66.1 16.7
XKR Coupe
1,2
8-08 $98,525 V-8s 420 413 3880 4.2 10.1 12.6
@
111.9 155
5
121 209 0.90 69.4 17.2
Lamborghini GallardoBalboni 11-09 $255,295 V-10 550
6
398 3210
4
3.5 7.5 11.5
@
126.7 199 115 200 0.95 72.5 13.0
4
Gallardo LP560-4 11-08 $251,260 V-10 552 398 3595 3.2 6.9 11.2
@
129.5 202
5
112 192 1.00 72.1 10.0
4
Murcilago LP670-4SV 11-09 $480,325 V-12 670
6
487 3660
4
2.8 6.8 10.9
@
129.4 209 114 193 0.97 70.0 10.0
4
Lexus HS250h
1
11-09
10
$39,150 I-4/Elec 187 138 3690 8.2 na 16.2
@
88.6 112
5
126 226 0.77 63.7 28.3
ISF
1,2
6-08 $64,205 V-8 416 371 3825 4.2 9.9 12.6
@
113.8 170
5
116 201 0.93 70.9 13.9
IS350C
1
12-09
10
$49,415 V-6 306 277 3895 5.5 13.9 14.0
@
100.7 141
5
133 236 0.81 64.5 19.0
4
Lincoln MKSEcoBoost
1
10-09
10
$56,625 V-6tt 355 350 4440
4
5.0 12.4 13.6
@
103.8 131
5
123 214 0.90 62.6 21.4
Lotus Exige S260Sport 10-09
10
$79,420 I-4s 257 174 2005 4.1 10.4 12.6
@
110.1 150 112 196 0.97 74.5 21.0
4
Maserati GranTurismo
1,2
8-08 $118,525 V-8 405 339 4350 4.7 11.7 13.3
@
106.2 177
5
112 194 0.95 71.0 16.6
MazdaMazda3 s 5-09
10
$22,130 I-4 167 168 3035 7.5 20.0 15.7
@
89.3 130
5
132 230 0.86 66.8 22.0
4
Mazdaspeed3
2
11-08 $26,640 I-4t 263 280 3145 5.7 13.8 14.1
@
101.3 155
5
120 212 0.86 68.7 20.4
Mazda6 s GrandTouring
1
1-09 $32,790 V-6 272 269 3555 6.2 15.5 14.7
@
97.5 131
5
131 232 0.83 64.2 22.5
RX-8 R3 12-08
10
$32,580 R-2 232 159 3110 6.3 16.4 14.8
@
95.2 148
5
122 218 0.90 70.8 16.6
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The Ofc|a| Fue| Partner of Road & Track
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Mercedes-BenzC63 AMG
1,2
6-08 $63,930 V-8 451 443 3920 4.1 9.7 12.5
@
114.4 155
5
113 201 0.93 69.3 15.1
C350Sport
1
9-07 $44,500 V-6 268 258 3630 5.8 14.8 14.3
@
98.2 130
5
135 241 0.81 63.8 21.0
4
CL600
1,2
8-07 $148,775 V-12tt 507 612 4810 4.1 9.6 12.4
@
114.8 155
5
119 211 0.86 62.6 13.0
CLK63 AMGBlack Series
1,2
8-07 $138,300 V-8 507 464 3810 4.1 9.6 12.4
@
115.0 186
5
115 199 0.98 70.6 13.9
E63 AMGWagon
1
7-07 $93,660 V-8 507 465 4510 4.1 9.5 12.4
@
114.8 155
5
118 210 0.84 64.5 14.2
E320Bluetec
1
7-07
10
$59,375 V-6td 208 388 3860 6.7 17.2 15.0
@
93.2 130
5
129 232 0.83 62.0 24.0
E550Coupe
1
9-09 $67,225 V-8 382 391 3810 4.7 11.1 13.1
@
108.9 130
5
137 252 0.84 63.2 15.7
SL63 AMG
1
8-08
10
$159,750 V-8 518 465 4420 4.0 9.5 12.4
@
115.3 186
5
120 211 0.89 66.6 10.0
SL65AMG
1
2-09 $198,175 V-12tt 604 738 4555
4
3.7 8.1 11.8
@
121.6 155
5
115 202 0.89 67.4 13.4
SL65AMGBlack Series
1
3-09 $304,350 V-12tt 661 738 4215 3.9 7.9 11.8
@
126.3 199
5
112 192 0.99 70.3 14.2
SLR McLaren
1
7-05 $455,750 V-8s 617 575 3860 3.5 7.5 11.5
@
126.1 207 107 186 0.97 69.6 18.0
4
Mini Cooper 10-07
10
$25,650 I-4 118 114 2545 9.1 na 16.9
@
82.2 126 121 212 0.86 68.1 31.0
Cooper SClubman 7-08
10
$29,100 I-4t 172 177 2845 6.8 18.2 15.3
@
92.1 139
5
120 213 0.89 67.2 27.0
4
Cooper S
2
11-07 $28,850 I-4t 172 177 2665 6.4 17.7 15.0
@
92.6 139
5
122 214 0.85 67.9 29.8
John Cooper Works 2-09 $31,450 I-4t 208 192 2655 6.0 14.8 14.4
@
98.9 147
5
121 210 0.91 71.3 27.0
4
Mitsubishi Eclipse GT
2
8-07 $27,694 V-6 263 260 3570 5.9 14.7 14.5
@
99.3 148 121 217 0.84 63.9 19.6
Lancer Evolution GSR
2
3-08 $33,625 I-4t 291 300 3555 4.9 13.3 13.6
@
100.9 162
5
124 217 0.97 71.7 15.0
4
LancerEvolutionMRTouring
2
12-09 $44,234 I-4t 291 300 3690 4.6 12.1 13.2
@
103.6 162
5
120 211 0.92 69.2 18.1
Lancer GTS
1
7-07
10
$21,990 I-4 152 146 3110 8.5 24.1 16.5
@
86.0 125
5
126 226 0.82 64.7 23.0
4
Lancer Ralliart
2
11-08 $29,915 I-4t 237 253 3540 5.4 15.1 14.1
@
97.2 130
5
129 227 0.84 66.7 17.3
Nissan Altima3.5SECoupe 8-07 $25,515 V-6 270 258 3200 5.7 13.9 14.2
@
101.2 130 130 234 0.84 65.2 18.7
GT-R
2
5-08 $72,880 V-6tt 480 434 3800 3.4 8.6 11.8
@
116.5 193 108 191 1.01 73.4 17.5
Maxima 3.5SV
1
9-08 $34,940 V-6 290 261 3610 6.1 15.4 14.6
@
97.7 149
5
121 219 0.86 65.4 18.8
Nismo 370Z 9-09
10
$39,540 V-6 350 276 3300 5.0 12.0 13.5
@
106.6 155
5
123 214 0.93 69.9 19.0
4
Sentra SE-R Spec V
2
6-07 $22,715 I-4 200 180 3075 6.6 16.9 15.0
@
94.2 130
5
134 246 0.87 65.3 22.1
Versa 1.8SHatchback
2
4-07
10
$14,005 I-4 122 127 2725 9.1 25.5 16.7
@
84.1 120 135 232 0.78 63.2 32.5
370Z
2
4-09 $33,740 V-6 332 270 3360 5.2 12.8 13.7
@
103.9 155
5
115 208 0.98 69.5 18.7
Pontiac G8 GT
1
6-08 $29,995 V-8 361 385 3910 5.0 12.3 13.5
@
104.9 140
5
119 221 0.85 64.3 16.0
4
G8 GXP
1,2
3-09 $43,280 V-8 415 415 4000 4.7 11.1 13.1
@
109.4 155
5
120 221 0.88 65.0 17.8
Porsche Carrera GT 6-04 $460,400 V-10 605 435 3530
4
3.6 7.0 11.3
@
131.6 205 124 199 0.99 71.1 11.0
4
Cayman S
2
4-09 $65,780 F-6 295 251 3100 4.8 11.6 13.3
@
105.6 171 111 195 0.97 70.8 17.8
Panamera Turbo 12-09 $153,615 V-8tt 500 516 4635 3.4 8.4 11.7
@
118.0 188 116 204 0.96 69.1 16.3
911 Carrera S 4-08
10
$94,815 F-6 355 295 3295 4.1 10.3 12.6
@
111.9 182 111 193 1.00 72.5 19.0
4
911 GT2 12-08 $198,875 F-6tt 530 501 3265 3.4 7.7 11.5
@
123.9 204 108 187 1.03 75.9 15.0
4
911 GT3 9-09 $133,135 F-6 435 317 3075
4
3.7 8.3 11.8
@
119.5 193 106 186 1.04 75.9 13.0
4
911 Turbo
2
5-08 $135,470 F-6tt 480 457 3550 3.4 7.9 11.7
@
121.2 189 110 194 0.99 70.4 17.2
Rolls-Royce Phantom
1
8-06
10
$346,650 V-12 453 531 5810 5.9 15.3 14.5
@
97.4 149
5
123 219 0.77 57.9 11.7
Rossion Q1 1-10 $108,151 V-6tt 450 390 2675 3.2 7.8 11.6
@
121.6 185 130 217 1.06 73.0 18.0
4
Saab9-3TurboXSportCombi 10-08
10
$44,755 V-6t 280 295 3910 6.4 19.2 15.0
@
91.8 155
5
127 225 0.80 65.1 17.3
Saleen S7 Twin Turbo 9-06
10
$602,442 V-8tt 750 700 2900
4
3.3 6.0 10.6
@
139.8 250 119 210 1.03 69.9 13.0
4
Saturn Astra XR 3-08 $20,330 I-4 138 125 2820 8.6 na 16.6
@
84.4 129
5
120 213 0.87 67.0 23.0
4
Aura XR
1
5-07
10
$26,269 V-6 252 251 3660 5.9 15.3 14.5
@
97.7 115
5
132 241 0.77 61.9 19.0
4
Shelby GT500SuperSnake 12-07 $70,670 V-8s 605 590 3915 4.4 9.1 12.5
@
119.9 150
5
118 204 0.93 68.4 15.6
Smart ForTwopassioncoupe 3-08 $15,625 I-3 70 68 1825 13.3 na 19.2
@
70.5 90
5
130 230 0.72 57.6 32.0
4
Spyker C8 Spyder 3-07 $296,785 V-8 400 354 2985 4.4 10.3 12.7
@
112.0 160 120 204 0.92 67.1 18.0
Subaru Impreza2.5i 12-07
10
$17,640 F-4 170 170 3055
4
8.2 22.9 16.1
@
85.6 120
5
138 249 0.79 64.2 21.0
4
Impreza WRX
2
11-08 $28,660 F-4t 265 244 3230 5.1 13.5 13.8
@
101.0 140
5
124 221 0.87 67.0 22.2
Impreza WRX STI
2
3-08 $39,440 F-4t 305 290 3360 5.0 14.1 13.6
@
98.2 155 119 209 0.90 69.8 16.0
4
Legacy 3.6R Limited
1
12-09
10
$32,383 F-6 256 247 3555 6.5 16.7 14.9
@
95.6 149
5
129 232 0.81 63.8 19.2
Tesla Roadster
1
2-09 $118,400 Elec 248 276 2750 4.0 11.1 12.7
@
105.3 121 119 210 0.92 68.6 132/chg
4
ToyotaPrius
1
5-06
10
$29,195 I-4/Elec net 110 82 3090 9.746.0
4
17.3
@
80.4 101 135 256 0.72 61.6 41.0
4
VolkswagenCC3.6L4Motion
1,2
7-09 $42,630 V-6 280 265 3855 6.1 15.5 14.5
@
97.0 130
5
127 225 0.91 66.5 19.2
GTI
2
6-07 $29,290 I-4t 200 207 3255 6.3 16.8 14.9
@
94.0 130
5
120 210 0.89 66.8 17.3
R32 12-07
10
$35,430 V-6 250 236 3720 6.0 16.3 14.6
@
95.0 130
5
134 237 0.85 65.9 18.2
VolvoC30Version 2.0
2
11-07 $27,700 I-5t 227 236 3200 6.5 16.3 14.9
@
95.8 149
5
122 218 0.85 66.3 22.8
C70
2
4-07 $40,400 I-5t 218 236 3785 7.5 18.9 15.7
@
91.2 150
5
120 217 0.83 65.0 25.8
S80V8 AWD
1
6-07 $56,025 V-8 311 325 4080 5.6 14.3 14.2
@
99.4 155
5
123 210 0.85 64.6 16.3
V70
1
5-08
10
$34,410 I-6 235 236 3530 7.3 18.6 15.6
@
92.3 130
5
131 230 0.82 63.0 21.5
4
Data apply to the model at the time (issue date) of testing. Legend: For engine types, I is an inline design, F is a flat and R is a rotary. The number following
the letter is the number of cylinders or rotor chambers. An additional letter, a t or an s designates turbo- or supercharging; d designates diesel; FC
designates fuel cell; boldface=extremes in that particular category, excluding nonproduction cars; red = newest entries; na=not available, na/U.S.;
1
au-
tomatic transmission;
2
comparison test;
3
price at time of test, some estimated;
4
estimated;
5
electronically limited;
6
DIN bhp;
7
from previous test;
8
altitude-
affected;
9
aerodynamically limited;
10
Road Test Update;
11
performance data, no sideview. For purchasing back issues, see info on PS page.
INTERPRETING THE NUMBERS: Factors that affect test numbers include air temperature, barometric pressure, condition of track surface, tune of test car.
When comparing cars performances, look for the Significant differences in each category, as listed below. This is the amount of difference that is meaningful.
WEIGHT of a car is generally accurate to within 1 percent.
ACCELERATIONnumbers are obtained using drop-clutch starts and lif-throttle shifs. Signicant diference: 060 mph, 0.3 sec.; mile, 0.5 sec.
TOP SPEED is typically as reported by the manufacturer, but occasionally we measure it on a closed test track. Significant difference: 5.0 mph.
BRAKING distances are initiated when the pedal is touched, and just enough effort is used to avoid wheel locking; on cars equipped with anti-lock braking systems,
the ABS is fully invoked. Significant difference: 600 mph, 10 ft.; 800 mph, 15 ft.
HANDLING is quantified two ways: The skidpad measures steady-speed cornering grip around a 200-ft.-diameter circle (run in both directions). The slalom, run
through eight cones spaced at 100-ft. intervals, samples both controllability and grip during transient handling. Significant difference: Skidpad, 0.02g;
slalom, 1.0 mph.
OUR FUEL MILEAGEis measured largely during urban driving and basically falls between EPAs city and highway estimates. Signicant diference: 0.5 mpg.
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2010 Gorilla Glue Company
FOR THE TOUGHEST JOBS ON PLANET EARTH

1-800-966-3458 Made in U.S.A.


ONE PART
STRONG
ONE PART
TOUGH.
Coecting modes isn't |ust a
hobby it's passion! Lach issue wi
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THE CAR ROOM MAGAZlNE
866-799-1961
TheCarRoom.com
The ony magazine IOR Mode
Coectors 8Y Mode Coectors!
CALLING ALL CARS
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recentIy featured on The Robb Report Cover and wII be featured n upcomng
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The Stable, Ltd.
THOROUGHBRED MOTORCARS
SINCE 1973
217 Main Street, Gladstone, NJ 07934
Sales: 908-234-2055 Service: 908-234-1755
Storage: 908-234-2595 Fax: 908-781-2599
www.stableltd.com
43 GREAT CARS IN STOCK
Sold new in San Francisco, remained there
until sold to a Iamily Iriend in NJ in 2005. Un-
marked SunIire Yellow/ black leather & top. A
327/350 h.p., 4-speed w/ orig Protect-O-Plate,
owners manual, "Owner Protection Plan book-
let, etc. BeautiIul! 60,435 miles. $65,000.
1 owner since the 1970's, repainted once in
original color. Silver-green body & hard top,
beautiIul tan leather & convertible top. Very
correct, numbers-matching, completely unmo-
lested example in superb condition mechani-
cally and cosmetically. $450,000.
This was the Iinal year oI production oI this Iab-
ulous body style. BeautiIul, virtually unmarked
local, 100 orig in Diamond Blue (body &
hard top) w/ navy blue leather and convertible
top. All orig manuals, tools & history. 37,331
miles. $22,500.
I989 Mk0$-8hL 560$L 00P k00$k
Fully restored, very correct late example oI
the series. Finished in Olde English White with
correct black leather, top, side curtains & car-
pets - as original - and Iitted with 16" chrome
"knock-oII" wire wheels. BeautiIul and superb
to drive. $85,000.
I954 60k Ik-II0 k00$k
I966 0k $Ih6 k k00$k
I958 Mk0$-8hL I00$L 00Plk00$k
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Fk0I08I 0I80I
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hoW doas harbor FraIghI TooIs saII hIgh
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BrinqthiscouonandSave2O%ononesinqleitemurchasedat harbor Freiqht Tools. Cannot beusedwithanyother discount or couon. 0necouoner urchase. 0necouoner customer. Couonnot
valid on rior urchases or urchase ol qilt cards or urchase ol extended service lans. 0ller qood on instock
merchandise only. Savinqs discount ercentaqe oll harbor Freiqht Tools current rices, includinq sale rices.
Thiscouoncannot bedulicatedinanymanner includinqhotocoiesandcomuter rintouts. 0riqinal couon
must be resented in order to receive the discount. All Cambell hausleld roducts are excluded lromthis oller.
Thisoller isnot validonloodor beveraqeitemssoldinour retail stores. validonlyinRetail Storesthrouqh5/G/1O.
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soId, or IransIarrad. ThIs roupon rannoI ba dupIIraIad In any mannar InrIudIng phoIoropIas
and rompuIar prInIouIs. rIgInaI roupon musI ba prasanIad In ordar Io raraIva Iha dIsrounI.
6oupons vaIId In aIaII 8Iora nIy. 6oupon noI vaIId on prIor purrhasas. 6oupon rannoI ba boughI,
soId, or IransIarrad. ThIs roupon rannoI ba dupIIraIad In any mannar InrIudIng phoIoropIas
and rompuIar prInIouIs. rIgInaI roupon musI ba prasanIad In ordar Io raraIva Iha dIsrounI.
6oupons vaIId In aIaII 8Iora nIy. 6oupon noI vaIId on prIor purrhasas. 6oupon rannoI ba boughI,
soId, or IransIarrad. ThIs roupon rannoI ba dupIIraIad In any mannar InrIudIng phoIoropIas
and rompuIar prInIouIs. rIgInaI roupon musI ba prasanIad In ordar Io raraIva Iha dIsrounI.
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soId, or IransIarrad. ThIs roupon rannoI ba dupIIraIad In any mannar InrIudIng phoIoropIas
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hk8 FLIhT TL8 LIMIT 1
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your naarasI harbor FraIghI TooIs sIora. IIar Lnds 6l6l10.
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and rompuIar prInIouIs. rIgInaI roupon musI ba prasanIad In ordar Io raraIva Iha dIsrounI.
hk8 FLIhT TL8 LIMIT 1
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L. FI6L $99 .99
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6oupons vaIId In aIaII 8Iora nIy. 6oupon noI vaIId on prIor purrhasas. 6oupon rannoI ba boughI,
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hk8 FLIhT TL8 LIMIT 1
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69
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soId, or IransIarrad. ThIs roupon rannoI ba dupIIraIad In any mannar InrIudIng phoIoropIas
and rompuIar prInIouIs. rIgInaI roupon musI ba prasanIad In ordar Io raraIva Iha dIsrounI.
hk8 FLIhT TL8 LIMIT 1
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your naarasI harbor FraIghI TooIs sIora. IIar Lnds 6l6l10.
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6oupons vaIId In aIaII 8Iora nIy. 6oupon noI vaIId on prIor purrhasas. 6oupon rannoI ba boughI,
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ROAD & TRACK (ISSN 0035-7189), (USPS 570-670), February 2010, Volume 61, Number 6, is published monthly by Hachette Filipacchi Media U.S., Inc., 1633 Broadway, New York, NY 10019.
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WE GAVE IT MORE IDEAS PER SQUARE INCH.
BECAUSE MORE IS WHAT WE DO.
Its equipped with the StabiliTrak stability enhancement system and has a four-wheel independent suspension. It has a refined
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*
In fact, it does everything bigger
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*EPA-estimated mpg (FWD) 22 city/32 hwy. 2010 General Motors. All rights reserved. GMC

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january 30th and 31st, 2010
In racing, sustaining top speeds
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