January 2010 Dream Car of the Month - Audi R8

Audi LeMans Quattro Concept

In 2003 Audi displayed a concept car at the Geneva Motor Show and the Frankfurt Motor Show called the Audi LeMans Quattro. After receiving a very positive response to the concept they decided to make a road car based on that design. In 2005 they announced production of the car which would be called the R8 as an homage to the dominant R8 Le Mans race car. The production version of the R8 debuted at the 2006 Paris Auto Show.

Audi decided to tap into some of the work already done by Lamborghini, an Audi owned company, and based the R8 on the very successful Lamborghini Gallardo. The R8 was designed and built by Audi subsidiary Quattro GmbH. The car uses an aluminum monocoque around an aluminum space frame and the suspension uses the magneto rheological dampers from Delphi (GM). Assembly is handled by 70 specially selected workers at Audi's renovated factory in Neckarsulm, Germany.


Audi R8 4.2

The standard R8 is powered by a mid mounted, direct injection 4.2L 32v V8 producing 420HP/317TQ. This is the same engine used in the most recent Audi RS4 however it uses a dry sump lubrication setup in the R8. The transmissions are either a Lamborghini 6 speed manual or an Audi R-Tronic automated paddle shift manual connected to Audi's Quattro all wheel drive system. The V8 powered R8 will hit 60MPH in 4.4 seconds on it's way to a 12.8 second 1/4 mile. Top speed is 187MPH.


Audi R8 5.2

Not satisfied with the success of the V8 powered R8, Audi unveiled the R8 5.2 in 2008 which features a direct injection 5.2L V10 borrowed from the Lamborghini Gallardo LP560-4. The engine is detuned a bit to produce only 525HP/391TQ. That bump in power over the V8 propels the R8 5.2 to 60MPH in just 3.9 seconds and a top speed of 196MPH. Some exterior modifications distinguish the V10 R8 from the base V8 powered car such as all LED headlights, different wheels, larger brakes, more aggressive styling, and larger air intakes. It was rumored that Audi was initially testing the R8 with the twin turbo 572HP V10 from the RS6 however that was cancelled after a test car burned up on the Nurburgring due to insufficient cooling.


Audi R8 TDI

The Audi R8 V12 TDI concept was shown in 2008 at the North American International Auto Show. It featured a 6.0L V12 using Audi's TDI turbodiesel technology. Producing 493HP/and 738TQ it is able to propel the R8 TDI to 60MPH in 4.2 seconds and a top speed of 202MPH while returning impressive fuel mileage numbers. It was a possibility for production however Audi halted development in 2009 due to the extensive costs of re-engineering the R8 to accept the much larger engine.


Audi R8 Spyder

In 2009 Audi unveiled the long rumored R8 Spyder at the Frankfurt Motor Show. Powered by the 5.2 V10 it is very similar to the R8 Coupe except for the obvious fabric roof and the deletion of the R8's signature "side blades". At that same show Audi displayed the E-Tron concept which is basically an all electric version of the R8. It is powered by a set of electric motors placed at each wheel and produces a claimed 313HP/3,319TQ (no that's not a misprint).

Since it's introduction the R8 has been very well received. Reviews continually praise it's perfomance, luxury and comfort. Many have compared it favorably to the current Porsche 911 as a truly user friendly, every day supercar.

December 2009 Dream Car of the Month - Cizeta V-16T

This month I figured I'd focus on a very rare and obscure supercar from the 90s, the Cizeta V-16T.  I had almost completely forgotten about this amazing car until it showed up in the news earlier this month.  Apparently the car's designer, former Lamborghini engineer, Claudio Zampolli had one of the only ten examples ever built with him here in the U.S. where he now lives.  Unfortunately, he failed to get it approved by the U.S. government and it was seized in California on December 7 because according to ICE (Immigration and Customs Enforcement) officials, "Cars that don't meet U.S. standards are outlawed for a reason.  These vehicles can pose a real threat to public health and safety". Thank God they removed that menace from the streets.  I feel safer now, don't you?  A bit ridiculous, isn't it?  Either way, their intention is to sell the car to the highest bidder outside the U.S.

The history of this car goes back to the mid 1980's when Lamborghini was looking for a replacement for their aging Countach.  Zampolli and Marcello Gandini worked on the design and engineering of the car that would carry the Lamborghini supercar torch for the next several years.  Their design was subsequently rejected by Lamborghini's then parent company Chrysler.  Chrysler believed that the styling was too aggressive and the car would be too expensive to manufacture.  The car that eventually was built, the Diablo, featured some of the styling queues of the original design but in all was very toned down.



After leaving Lamborghini, Zampolli reunited with Gandini to design and build the car they originally envisioned.  A working prototype was ready by 1988, ahead of the Diablo, and a new company Cizeta (Ci-Zeta from the Italian sounding of Claudio Zampolli's initials CZ) was born.  Originally billed as the Cizeta Moroder because of the involvement of composer Giorgio Moroder, who later dropped out of the partnership, the car was eventually sold as the Cizeta V-16T.

The production V-16T featured an amazing transverse mounted (hence the T in the name) V16 engine which was created by grafting two flat plane V8s together.  The transverse layout of the huge engine meant the the Cizeta was wide, very wide.  The two V8s shared a common block and featured gearing between them to send the output to the transaxle.  Power output of the V16 is 540HP/400TQ which is enough to propel the car to 60MPH in about 4 seconds with a top speed exceeding 200MPH.  Body construction was aluminum and the chassis was a tubular and honeycomb construction.

Pricing for the V-16T was around $300,000 when they were introduced for sale in 1991.  Unfortunately for the company the world's economy was on a downturn and they just didn't have the name recognition among the uber rich that companies like Ferrari and Lamborghini have.  Production ended in 1995 with only 10 car being built.



That however is not the end of the story.  Cizeta is still around and they are building cars again.  Zampolli moved himself and his company to California and they have resumed operations on an "on demand" basis.  They even introduced a new model in 2003, the Spyder.  Both models are still powered by the wild V16 and carry even wilder price tags.  For a standard coupe, expect to pay $649,000 while the spyder will run you $849,000.  Don't know how often their site is updated but the Cizeta website is up at http://www.cizetav16t.com.  Check it out.

A little extra for you. Here is a video of what is I believe to be the same car that was recently seized by the US Government. Sounds amazing.

November 2009 Dream Car of the Month - Alfa Romeo 8C Competizione

Alfa Romeo has an interesting reputation.  They are noted for making some of the most beautiful and passionate cars in the world but they also are remembered, more recently in the U.S., for being utterly unreliable.  Yet that passion and design win out over any quality complaints in the heads of most enthusiasts.  It was, however, that reputation of poor quality that lead to dismal sales and a withdrawal from the U.S. market in 1995.  Now with Fiat (Alfa's parent company) as a part owner of Chrysler, we should see a full return to the U.S. market sometime in the near future.  In reality though, they have already made their return with the spectacular 8C Competizione.

First displayed at the 2003 Frankfurt Motor Show as a concept car, the 8C was designed as a tribute to the great Alfas of the past.  The response to the car was positive and it went into production in 2007.  Power is delivered from a 4.7L V8 designed by Ferrari and Masreati.  Output is rated at 450HP/354TQ and it is routed through a sequential 6 speed rear mounted transaxle.  With a relatively lightweight (3490lbs) carbon fiber body, the 8C can hit 60 mph in around 4.0 seconds and reach a top speed of over 190 mph.

The total production run of 8C coupes was limited to just 500 cars which was completed by the end of 2008.  Only 84 examples were sold in the United States.



In 2005 Alfa showed a convertible variant of the 8C at the Pebble Beach Concours d'Elegance.  Production of the car was given the green light in 2007 and began this year.  Again, the total production will be only 500 cars.  The Spider features the same drivetrain as the coupe and is able to reach a slightly lower top speed of around 180 mph.  The convertible top is electronically operated and uses fabric construction instead of a new trendy folding hardtop.

The Alfa Romeo 8C Coupe and Spider absolutely meet the dream car criteria.  Stunning looks, amazing performance, and extreme rarity all guarantee it will be a collector classic.

October 2009 Dream Car of the Month - Renault 5 Turbo / Renault Clio V6 RS

This month I chose two cars as my car of the month because one is really the spiritual successor of the other. Both are pretty cool.

The Renault 5 Turbo is one of the strangest, craziest cars any manufacturer has had the balls to make. All in the pursuit of racing greatness.


Renault 5 Turbo production version

Built in the early 1980s and based on the lowly econobox, the Renault 5, the Turbo was produced with one goal in mind, to win rally races. What resulted was a car radically different from the model it was actually based on. Not much of the original car was used in the first run of Renault 5 Turbos which became known as the Turbo 1. The original Renault 5 was front wheel drive with a puny naturally aspirated 4cyl engine producing around 50HP in the US version, know here as the wonderful Le Car. That, along with the front wheel drive powertain, would not be sufficient for rallying so Renault replaced it with a mid mounted turbocharged 4cyl powering a rear mounted transaxle thus transforming the Renault 5 into something very special. Obviously, the chassis was also modified to accept this new mid/rear drive configuration and it made use of special lightweight alloys to keep weight down and improve performance. Base horsepower of the turbo 4cyl was around 158HP but the racing versions could produce upwards of 350HP. All of the race versions of the 5 Turbo were created from the Turbo 1, of which Renault produced 400 street cars to meet the homlogation rules for Group 4 rallying.


Renault 5 Turbo Rally Car

Following the 400 Turbo 1 cars came the Turbo 2 which were mostly identical to the originals except they used more "off the shelf" Renault 5 components instead of the exotic lightweight parts used in the Turbo 1. Even so, the performance of the Turbo 2 was nearly as good as the Turbo 1 cars.

The Renault 5 Turbo's rallying career was successful but short lived. The car won it's first outing at the Monte Carlo Rally and was very successful in the tarmac rallys but with the advent of the 4wd cars, it was no match on dirt.

Some 20 years later Renault tried the same formula again and created the Renault Clio V6 RS or Renault Sport. Launched in 2001, it is a modern interpretation of the Renault 5 Turbo. Renault again used a small front engine front wheel drive economy car, the Clio, and modified it extensively to turn it into a two seat mid engined rear wheel drive sports car. The difference with the RS was that they shoe horned in a 3.0L V6 instead of a 4cyl turbo motor. Two generations of the V6 RS were produced with the Phase 1 cars developing 227HP and the Phase 2 cars upping that to 252HP. The Phase 1 was manufactured from 2001 to 2003 and was built for Renault by Tom Walkinshaw Racing, the same company that helped Jaguar build the incredible XJ220. The Phase 2 cars were released with the mid model restyling of the Clio in 2003 and they were built by Renault Sport.


Renault Clio V6 Renault Sport Phase 2

The Phase 1 cars were not much faster than the less radical Clio 172 Cup model since the conversion to V6 power and rear wheel drive added over 600lbs to the total weight of the car. That resulted in a 0-60 time of 6.2 seconds while the 172 Cup could hit 60 in 6.7. The Phase 2 cars corrected that somewhat by adding more power to drop the 0-60 sprint to 5.9 seconds. Both versions of the V6 RS were capable of hitting top speeds around 150MPH.

Though it may look like a useful car, the Clio V6 RS is not. Most of the hatch storage space is now taken up by the engine and tranaxle. The turning circle is over 43ft and it struggles to get 25mpg. Handling favors understeer on the Phase 2 cars due to a rework of the suspension because of the Phase 1 cars tendency to oversteer especially in the wet.

Even with those shortcomings, the Clio V6 RS is one hell of a cool car. Actually, both of these crazy French hot hatches are.

September 2009 Dream Car of the Month - Lotus Elise

"Adding power makes you faster on the straights; subtracting weight makes you faster everywhere."

That's it. That's all you need to know. The above quote is attributed to Colin Chapman, the founder of Lotus Cars and it represents the prevailing design philosophy of the company he created. Although he has been dead since 1982, Chapman's ideals continue on through the cars manufactured with his name on them. None more true to his philosophy than the Lotus Elise.

Series 1 Elise

The Elise was conceived and designed in 1994 and released to the public in 1996. It's simple design consists of a fiberglass body attached to an aluminum chassis, all bonded together by adhesive rather than welding or metal fasteners. The result is a small two seat sportscar that weighs in at only 1600lbs. The original Series 1 which was built from 1996 - 2001 featured a power output of only 118HP from it's 1.8L Rover 4 cylinder, but it could still accelerate from 0-60 in about 5.8 seconds thanks to that low weight. The low weight also provided another benefit, amazing go cart like handling.

Elise 340R

The Series 1 design spawned many special models throughout it's production run such as the 111S, 340R, and the Exige. The 111S was powered by a 143HP 4 cylinder and was fitted with a close ratio gearbox. Externally, the 111S featured headlight covers, new wheels, a spoiler, and upgraded brakes. The 340R was a special limited edition model that weighed just 1250lbs and was powered by a 177HP version of the Rover 4cyl engine. The body was also radically redesigned from the standard Elise. Only 340 of these were made, hence the name. The Exige is the only "special" variant of the Elise that lived on and became it's own continuing model. It basically a hardtop version of the Elise with a more powerful, 177HP, engine (from the 340R) and some exterior restyling.

Series 2 Elise

The Series 2 Elise debuted in 2000 and was a redesign of the Series 1 on top of a modified chassis. The Series 2 model continued to use the K-series Rover 4cyl until 2005 when it was replaced by the aluminum Toyota 2ZZ-GE 4 cylinder and 6 speed transaxle. Power output from that motor jumped up to 189HP allowing the Series 2 to accelerate to 60mph in as little as 4.7 seconds. Part of the change to the new Toyota powerplant was due to the fact that Lotus was bringing the Elise to the US. Because of some added safety and amenities, curb weight rose to 2006lbs for the US version of the car. In Europe, the base Elise can be had with a less powerful Toyota 1ZZ-FE engine producing 134HP and weighing 1896lbs.

Elise SC

In 2008 Lotus added some new models to the US lineup, the base naturally aspirated 4cyl with 189HP and the Elise SC featuring a non intercooled supercharger which pushes output to 218HP. Curb weight remains around 2000lbs. The SC can run from 0-60 in about 4.3 seconds. The Exige continues on as well in Series 2 guise with various special models producing up to 260HP in some cases making the Exige a potent track weapon.

Exige Cup 260

The great thing about the Elise beside the fact that you can actually buy one here in the US is that they are fairly reasonably priced. Used examples are now dropping into the mid $20,000 range. That's a whole lot of little car for the money.

August 2009 Dream Car of the Month - Noble M12

Noble Automotive Ltd. was established in the UK in 1999 by Lee Noble with the goal of producing low volume sports cars that would compete performance wise with much more expensive models from other companies. They succeeded.

Their second model was called the M12 and was a 2 door mid engine 2 seat sportscar that was originally planned as a hardtop and convertible however no convertible was ever produced. All M12s were powered by some form of modified Ford Duratec V6 engines in various states of tune and with boost. The M12 GTO was powered by a 2.5L turbo Duratec that produced 310HP and the M12 GTO-3R featured a 352HP 3.0L turbo Duratec engine.

The body of the M12 is a fiberglass composite atop of a full steel tubular frame and integrated roll cage. This created a very rigid and light car with an amazing power to weight ratio. The body shell is manufactured by Hi-Tech Automotive of Port Elizabeth, South Africa and shipped to Noble in England where the engines and suspensions are added and the car completed. Because of the stiffness of the chassis, there were no anti-roll bars used in the suspension which allowed for great handling on the track and some comfort on the road.

Noble M400

In 2004 Noble released the M400 which was an evolution of the M12 and featured a 3.0L Twin Turbo Duratec V6 producing 425HP/390TQ and was able to hit 60mph in around 3.5 seconds. In order to reach those power numbers, some modifications to the Ford powerplant were required including better cams, forged pistons, oil coolers and of course two intercooled turbos. Transferring the power to the ground is a Getrag 6 speed manual transaxle with a Quaife differential. The car's top speed is around 185MPH and max conering Gs have exceeded 1.4. This amazing performance is possible due to the car's very light weight of around 2337lbs.

Noble has now moved their focus on to new models the M15 and M600 which are targeted to take the performance and price up a notch. Their performance target with the M600, which will feature a twin turbo Volvo V8 with 630HP, is the Ferrari F40.

The M12/M400 however are not dead. Noble sold the rights to the M400 to a US company, 1G racing from Ohio. 1G was originally an importer of Noble cars to the US. Since the cars were not legal for sale in the US, 1G bought the bodies and engines separately and sold them to US customers as kit cars to get around local laws regarding production car crash testing and emissions. The have now changed their name to Rossion Automotive and have began manufacturing a modified M400 called the Rossion Q1 that maintains the performance of the M400 but adds luxury to the car to bring it up to the standards of modern sportscars.

Rossion Q1

The Q1 sports a 450HP/400TQ 3.0L Duratec and will blast to 60mph in about 3.3 seconds. It also uses a redesigned body that develops more downforce and is more aerodynamic than the original M400. The bodies are still manufactured in South Africa and they are shipped to Rossion for completion of the car. Prices for the new Rossion Q1 are over $100,00 US.

I can't wait to win the lottery. So many cars to buy and this one would definitely make the list.

July 2009 Dream Car of the Month - Maserati MC12

In 2004 Maserati (then still owned by Ferrari) introduced the MC12 as a homologation special to allow them to go racing in FIA GT competition. It was to signal Maserati's return to racing after a 37 year hiatus. Each car was priced at over $1,000,000 and a total of 50 road version MC12s were sold to the public.

Underneath the carbon fiber, Giorgetto Giugiaro/Frans Stephenson designed body is the chassis and drivetrain of a Ferrari Enzo. The 6.0 liter V12 produces 621HP/481TQ and is connected to a 6speed paddle shifted manumatic transaxle. Combined with a curb weight of around 2,900lbs, the MC12 can accelerate from 0-60mph in 3.8 seconds on it's way to an 11.3 second 1/4 mile and a top speed of 205mph.

Although it was a homologated race car, the street version of the MC12 did feature some level of luxury. Exposed carbon fiber and exotic materials adorn the interior. One notable exclusion however is the option of a stereo system or even anywhere to put one. A detachable targa top is standard on the road MC12 but there is nowhere to store the removed panel.

In order to maximize the body design, the MC12 was extensively tested in a wind tunnel to get the aerodynamics and downforce right for racing. The bottom of the car is covered for smooth airflow under the car and diffusers at the rear help keep the car stable and glued to the road at speed.

A total of 50 MC12s were sold to the public over a 2 year production run (2004-2005) and several more racing versions were produced. The MC12 GT1 race cars debuted in 2004 and began to rack up podium finishes. Unfortunately, the MC12 was not allowed to score any points from many of those finishes due to a dispute with the FIA over the car's homologation status. It wasn't until the last race of the year that the matter was settled and the MC12 was allowed to score championship points. The MC12 won that race at Zhuhai. In 2005 the MC12 won the manufacturers championship beating out Ferrari and in 2006 and 2007 the MC12 won the Teams' Championship. Campaigns in Italian GT, Super GT and ALMS racing were not as successful.


MC12 Corsa

In 2006 Maserati developed the MC12 Corsa which was based on the MC12 GT1 race car but available to private owners who wanted a dedicated track car much like the Ferrari FXX. Costing around $1.5 million each, there were a total of 12 sold to specially selected owners. The MC12 Corsa featured the same engine as the race version and put out 744HP. The body was also slightly different in that it used the shorter nose section used on the MC12 GT1 raced in the American LeMans Series. Each Corsa was kept and maintained by Maserati with the owners only able to use them on track days. A lot of money for a weekend toy that you can't even go out to the garage and drool over.

June 2009 Dream Car of the Month - BMW M1

In the mid 1970s BMW was anxious to get into GT racing. In 1976 they began design of a mid engined GT that would compete in Group 4 and Group 5 sports car racing. The BMW M1 was born.


BMW Turbo Concept

Taking inspiration from the 1972 BMW Turbo concept, the car was based around the M88/1 3.5L inline 6cyl engine mated to a ZF 5 speed transaxle. This engine featured mechanical fuel injection, 24 valves, twin cams and 6 individual throttle bodies. In street tune, the M88/1 produced 273HP and could propel the M1 to over 160MPH. In racing tune, with the addition of twin turbos, the engine was capable of over 800HP.


Production BMW M1

The body was designed by Giugiaro and BMW entered into an agreement with Lamborghini to build the car to meet the 400 car minimum homologation rules. Unfortunately, Lamborghini was in very bad financial condition at the time and they were unable to meet their end of the bargain. In 1978, BMW transferred the completion of the project and assembly of the cars to their M Motorsport division with the aid of Baur a German convertible company.

In another unfortunate turn of bad luck, by the time BMW resumed development and production of the car in 1978, the hologation rules for Group 5 racing had changed and BMW had not manufactured enough cars to qualify. So in 1979, BMW created their own racing series the Procar BMW M1 Championship. This series was the brainchild of Jochen Neerpasch, the head of BMW Motorsport, as a way to help BMW produce enough M1s to qualify for racing. It consisted of race tuned M1s and was a established as a support series for Formula One. Procar pitted many F1 drivers of the day against one another in identically prepared cars. The series lasted for only 2 years after which BMW had made enough cars to finally compete in Group 5 racing but by then the car was seriously outdated and outmatched.


BMW Procar racer

In all, a total of only 456 M1s were built between 1978 and 1981 making it one of the rarest BMWs ever and the only mid engined BMW to date. With it's stunning design and wonderful driving dynamics, the M1 is considered one of the greatest sports cars of the 1970s and possibly all time.


BMW M1 Homage Concept

In 2008 BMW teased everyone with the M1 Homage concept car. Built as a celebration of the M1's 30th anniversary it showed what a modern M1 would look like. Designed by Giorgio Giugiaro it drew inspiration from the original M1 as well as the 1972 BMW Turbo concept that the original was modeled after. Sadly, BMW has stated that there is no chance of a production version.

May 2009 Dream Car of the Month - Saleen S7

Steve Saleen started modifying Ford Mustangs in 1983, improving their aerodynamics, performance and handling. A seasoned race driver, Saleen knew how to make cars better and faster. It wasn't until the late 1990s that he started designing a new car of his own. A supercar - the Saleen S7.

The Saleen S7 made it's debut on August 19, 2000 at the Monterey Historics. The car was designed digitally by Saleen, Phil Frank and a host of others including Ray Mallock LTD of the UK who were responsible for the chassis and suspension design. The S7 was manufactured by hand at Saleen's facility in Irvine Ca.

The S7s produced from 2000 through 2004 featured a mid mounted 7.0L V8 producing 550HP/525TQ. The engine was designed by Billy Tally and was based somewhat on the Ford 427 V8. The design featured dry sump lubrication and 2 valves per cylinder. In 2005 a pair of turbochargers were added to the engine to bump the power to 750HP/700TQ. All models featured a 6 speed transaxle with limited slip differential.



The S7's body was constructed of lightweight carbon fiber. Extensive research and development was put into the aerodynamics of the car resulting in downforce equal to the car's weight at 160mph. Small changes resulting in even more downforce were added to the S7 twin turbo in 2005. That body sits atop a light but strong steel and aluminum honeycomb chassis. All this adds up to a curb weight of only 2750lbs.

Performance figures for the twin turbo are a 0-60 of just 2.8 seconds and a 1/4 mile of 11.7 seconds. The car's top speed was in excess of 200mph.

Saleen offered a competition package in 2006 which increased power output to 1000HP and included aero changes and suspension upgrades for those with interests in taking the S7 to compete on the track. It was also very expensive. More so than the standard twin turbo S7 which sold for $585,296US.

The S7-R was produced to race against the Dodge Viper GTS-R and the Corvette C5-R in the GT1 class of Le Mans racing. The S7-R was lighter than the production version and featured a 600HP naturally aspirated version of the 7.0L engine. Other than the use of lightweight panels and removal of the luxuries of the road car, the R was not much different from the road car. In 2001 an S7-R scored it's first class win at the 12 Hours of Sebring and then was on the podium at the 24 Hours of Le Mans. In 2002 the S7 won both the British GT and Spanish GT championships. Finally in 2006, after changing to Oreca to build upgraded chassis for the S7, a Saleen finished 11th at the 24 Hours of Le Mans which was their best finish ever there.

The Saleen S7 is an amazing car that will always be remembered as one of the greatest American supercars. Unfortunately, only a very fortunate few have the privilege of even seeing one in person let alone driving or owning one.

April 2009 Dream car of the Month - 1987 Ruf CTR "Yellowbird"

Ruf Automobile was founded in 1923 by Alois Ruf Sr. under the name of Auto Ruf. At the time it was a small shop and gas station but eventually evolved into a design and manufacturing company working on touring buses. Ruf's son, Alois Ruf Jr., became very interested in sports cars growing up and in the 1960s he started restoring Porsches out of the garage owned by his father. When Alois Sr. died in 1974, Alois Jr. took control of the company and decided to take it in a different direction. He did away with the garage, gas station and bus company and began working exclusively on Porsche vehicles. In 1975, Ruf introduced their first Ruf tuned Porsches for sale. It wasn't until 1987 though that the world really took notice of Ruf and their amazing CTR "Yellowbird".

Based on the 1987 Porsche 911 Carrera 3.2, the CTR was highly modified both mechanically and aerodynamically to acheive incredible levels of performance. The standard Carera 3.2 was taken apart by Ruf and nothing was left untouched. The doors, hood, and rear engine cover were replced with light weight aluminum. The roof's rain gutters were shaved down to reduce drag and the front and rear bumpers were replaced with lighter, more aerodynamic, pieces. In all, Ruf reduced the curb weight a total of 441lbs to a very slim 2579lbs. Inside, sport seats and a full roll cage dominated the scene.



For the engine, Ruf decided to bump up the displacement and add a pair of intercooled turbochargers to up the power. Engine size was increased from 3.2 to 3.4 liters. The results of the engine work was a power output of 469HP/408TQ. At the time the only Porsche transmission able to handle that kind of power was the 4 speed available in the 930. The 5 speed that came in the Carerra 3.2 would not be able to handle the CTR's impressive torque. After deciding that the 4 speed was not good enough, Ruf designed and built their own custom 5 speed transmission for the CTR. Underneath the car, Ruf upgraded the suspension system and added 17" wheels and Brembo brakes.

The result of all this work was a car priced at $223,000 if purchased from Ruf directly (customers also had the option to bring in their 911 Carrera and have Ruf do the conversion) that could hit 60 miles per hour in 4 seconds flat, 100mph in 7.3 seconds and the 1/4 mile in 11.7. The Ruf CTR topped out at an amazing 212mph making it the fastest car in the world at the time.

A total of 29 CTRs were built by Ruf from cars they bought directly from Porsche. The remaining CTRs were built from converted customer cars.


Alois Ruf Jr. and the CTR

Today Ruf continues to be the premier Porsche tuner in the world. They even have status as a manufacturer in Germany because their modifications are so extensive and they use so many of their own designed and built components in their cars. Most of Ruf's success and status is owed to the amazing CTR and the cars that followed it. The CTR "Yellowbird" is the one that put them on the map.


Here is a special bonus video of the CTR in action on the Nurburgring:

March 2009 Dream Car of the Month - Mazda 787/787B

OK, I'm going a bit off my regular concept of the Dream Car of the Month with a car here that was never a road car - the Mazda 787. Still, it is an historic race car that has become iconic due to it's one major accomplishment. It won the 1991 24 Hours of Le Mans making it the only Japanese car and the only non piston engined car ever to win that great race.

The 787 was an evolution of the Mazda 767 which was campaigned in 1988 and 1989. The 787 used a new engine, the R26B, which was a naturally aspirated 4 rotor Wankel motor with 3 plugs per rotor producing over 700HP. This engine was said to be able to make around 900HP in full tune and spin to a 10,500RPM redline. However, with reliability and fuel economy foremost in Mazda's plan, they kept the power limited. The engine was connected to Porsche 5 speed transmission.

Designed by Nigel Stroud, the car made use of carbon and kevlar in it's construction and all 787s were built in the UK by Advanced Composite Technologies. The 787B cars produced in 1991 also featured a unique computer controlled variable intake system to feed air to the rotary engine during varying speed and RPM conditions.



The 787 had a fairly unimpressive racing career aside from the 1991 Le Mans win. The cars were classified as Class C prototypes and raced in the World Sportscar Championship, All Japan Sports Prototype Championship, and at Le Mans. Reliability was a concern in 1990 as many failures caused by the R26B's high heat output resulted in several DNF results. The 1990 Le Mans race saw Mazda campaign 2 787s and a 767B. The cars were prepped by legendary driver Jacky Ickx who had been hired by Mazdaspeed but, unfortunately, both 787s retired due to failures and the remaining 767B finished in 20th.

In 1991 Mazda teamed with the Oreca team to campaign the 787 and new 787B. Oreca and consultant Jacky Ickx convinced the governing bodies that the 787 should be allowed less weight than their competitors. The result was that the 787 was allowed to weigh 1,830lbs rather than 2,205lbs. Three 787s were entered in the 1991 Le Mans race - one 787 and two new 787Bs. The cars all had the standard Mazda racing color scheme except for the #55 787B driven by Johnny Herbert, Volker Weidler, and Bertrand Gachot which was painted a crazy orange and green pattern. The cars all qualified in the top 20 and early in the race the #55 car was in 3rd place with another 787 behind it in 4th. Over the course of the race, the #55 787B proved to not only be reliable but fuel efficient and it took over 1st place with about 2 hours remaining in the race. The cars ahead had all fallen to mechanical failures allowing the #55 787B piloted by Johnny Herbert to cross the finish line first, sealing the car's place in racing history.

That car, 787B-002, was retired by Mazda following Le Mans and remains in the Mazda Museum in Hiroshima, Japan. The 787s never finished higher than 3rd for the rest of that racing season but they didn't need to. They had accomplished something very special that no other Japanese manufacturer has been able to do before or since. They also proved the viability of the Wankel rotary engine which performed flawlessly during the race. Sadly, after the 1991 season, the FIA outlawed the Wankel engine in order to force the move to 3.5L Formula One engines. Mazda though has not abandoned the rotary engine and it lives on in the RX production cars like the current RX8.

February 2009 Dream Car of the Month - Toyota Supra

What lover of Japanese cars doesn't like at least one generation of the Toyota Supra? While the Fast & Furious set may love the 4th gen cars with their amazing 2JZ-GTE motors, others like the earlier models. I've always had a soft spot for the 2nd gen cars but I really can't say that I dislike any of the various Supra models.


MKI Supra

The Supra was introduced in 1979 as the Celica Supra as it was a model based heavily on the 4cyl Celica. In fact, all body panels aft of the front fenders was from the Celica. The only difference was the longer nose of the car necessary to house the inline 6cyl engine standard on the Supra. Japanese models received a 2.0L engine and US models came with a 2.6L. Both engines produced 110HP and were the first engines from Toyota to feature electronic fuel injection. Suspension comprised of MacPherson struts in front with a 4 link solid axle in the rear. Transmission choices were a 5 speed manual or a 4speed auto, both with overdrive. In 1980 the Japanese market Supra was offered with a 145HP turbo inline 6cyl, the first turbo engine ever from Toyota. The MKI Supra ended production after 1981. That year the engine was upgraded to 2.8L and 116HP.


MKII Supra

In 1982, the second generation Supra was released with all new styling, a new engine, new transmission, and new suspension. The car was still based on the newly redesigned Celica but it looked much different. The new 2.8L DOHC 5M-GE engine produced 145HP/155TQ. The suspension was now 4 wheel independent and designed with the help of Lotus. The second gen Supra was available in two trim levels, luxury and performance. The performance models can be distinguished by their fiberglass fender flares. Power continued to rise throughout the years. In 1983, horsepower went to 150 and then 1984 saw it bumped up to 160. Finally in 1985, power reached it's peak for the MKII cars at 161HP/169TQ. Second gen production came to an end in 1985 but a surplus of cars and delays with the new Supra model lead to the car being sold into 1986.


MKIII Supra

The MKIII Supra debuted in mid 1986 as an 1986.5 model. Again the car was completely redesigned and no longer shared a platform with the Celica which had changed to front wheel drive. The Supra now used the 7M-GE and 7M-GTE engines in US spec. The naturally aspirated 3.0L 7M-GE produced 200HP in 1986 and the 7M-GTE turbo engine, introduced in 1987, made 230HP. Power for the 7M-GTE eventually rose to 232HP/254TQ in 1989 due to improvements in the turbo system. As usual, the Japanese market was treated to a couple of special editions of the MKIII Supra throughout it's production. The JZA70, known as the 2.5GT Twin Turbo, featured a new engine, the 1JZ-GTE, which produced 280HP. The GA70 model used a 2.0L 210HP twin turbo 1G-GTE. Special 2.5 Twin Turbo R JZA70 models featured Recaro seats, torsen differentials with additional bracing, Bilstein suspension, and Momo steering wheels and shift knobs. The Twin turbo R was the fastest of the MKIII Supras.


MKIV Supra

Toyota took a big leap in technology and performance in 1993 with the release of the 4th generation Supra. The car's body was redesigned for aerodynamic efficiency and it made use of two new engines, the 2JZ-GE and 2GZ-GTE. Still inline 6cyl engines displacing 3.0L, they produced 220HP/210TQ in the naturally aspirated 2JZ-GE and 320HP/315TQ in the twin turbo 2JZ-GTE. The turbo Supra could now sprint to 60 in under 5 seconds and clear the 1/4 mile in the low 13s. Unrestricted, the car could reach over 180mph. All this despite the fact that the car's weight had grown to 3,505lbs for the turbo model with targa roof. A new Getrag 6spd manual was used on the Supra Turbo while NA cars made due with a 5spd. In 1996 the turbo was only available with the auto transmission due to the switch to OBD-II. In 1997, the 6speed returned along with minor exterior changes in taillights, wheels and fascia. US sales of the Supra ended in 1998 while production continued in Japan until 2003.

The MKIV Supra has become somewhat of a legend since it was discontinued here in the US. It has a huge enthusiast following which has only grown as the Fast & Furious crowd has become aware of the car's potential. Mostly due to it's prominent role in the first of the awful Fast & Furious movies. The 2JZ-GTE engine is an amazing powerplant that takes quite well to modifications. Supras boasting over 1000HP are not that uncommon which is a testament to the strength of the 2JZ. Because of this, prices for used MKIV Supras are still well over $20,000 and upwards of $40,000 for nicer examples. Sadly, expect to deal with someone's modifications as finding an unmolested example is getting harder and harder. Also, they are seen more and more as being the vehicle of choice for some incredible douchebags. Remember, this is the car that Nick Hogan (Hulk's son) crashed spectacularly while street racing, resulting in the near death of his friend and jail time for Nick.


Toyota FT-HS concept

There have been rumors that Toyota had been working on a new Supra. There seemed to be hope when Toyota unveiled the FT-HS hybrid sportscar concept but eventually those rumors were proven to be not true. Even if Toyota had been working on a new Supra, it would have been killed by now due to the dreadful state of the world economy. The best chance would have been a slightly less exotic sportscar based on the Lexus LF-A but, sadly, that project has been scrapped due to the economy.

January 2009 Dream Car of the Month - TVR Sagaris

When I think of small, independent British motor car companies, I can't help but think of TVR. Over the years they have made some of the most outrageous and beautiful cars I've ever seen. The company was started in 1947 as TVR Engineering with the TVR coming from the first name of the company founder, Trevor Wilkinson. At first he started out repairing cars but he soon moved to design and manufacturing of cars of his own. Along with partner, Jack Picard, they designed and build various different models throughout the 50's into the 60's. By 1965, the original founders, Wilkinson and Picard, had left the business and the company then changed hands a few times over the next 30 years.

The 1980's saw the company owned by Peter Wheeler who was the most influential owner the company had seen since it's founder had left. Under Wheeler, the company moved to the Rover V8 and then finally to an all aluminum V8 of their own design called the AJP8. Under his management the company produced some of their most well known models culminating in the outrageous Sagaris.

TVRs from the Wheeler era have become well known for their wild nature. The Sagaris is no exception. They are described as being very challenging to drive to the point of being dangerous in the hands of an inexperienced driver. High power and light weight mixed with a lack of any driver safety nets make TVRs the hairy chested beasts they are. TVRs were imported to the US in the 1980s with the 280 model but there has been nothing from TVR here since then. Being such a small company it did not make sense to attempt to meet the all the safety and emissions regulations here in the states. Too bad for us.



The Sagaris debuted in 2003 and was based on the beautiful T350. It was powered by the now famous TVR Speed-Six engine which is a straight 6 cylinder derivative of the AJP8 V8. In the Sagaris, the 4.0L Speed-Six engine produces 380HP/349TQ without the help of any type of forced induction. Power is sent to the rear wheels via a 5 speed manual transmission and the car makes due without anti-lock brakes, air bags, or traction control. The aluminum and fiberglass construction of the car help keep the weight down at 2,371 lbs allowing for a 0-60 time of 3.7 seconds and a top speed of 190MPH.

The Sagaris was initially designed as a track car that could be driven on the street. The car features various vents and aero additions meant to help on the track. The vents on the fenders of the car were originally open to alloy cooling and as a place where high pressure air could escape from under the front of the car during high speed runs. TVR ran into a problem while testing though when they discovered that these vents allowed mud and other debris to be kicked up from the tires onto the windshield. Therefore they were closed. The car still is quite striking though. Some would say not in a good way either. Design characteristics like the clear plastic rear spoiler and the sideways exhaust certainly make the car unique looking.

TVR began to run into problems in 2004 when the company was sold to 24 year old Nicolay Smolensky, the son of a very wealthy Russian businessman. His original intent was to keep the company as a British institution but with demand waning he announced in 2006 that some production would move to Italy with only engine manufacturing remaining in England. By the end of 2006 TVR had been broken up into several smaller companies and some of those went into the British equivalent of bankruptcy. Then in 2007 Smolensky had re-acquired the company and announced plans to sell it to a group of investors who had plans to revive the company and even begin importing into the US. This sale apparently never happened and Smolensky stated in October 2007 that he hoped to restart production with a target of 2,000 cars annually. In July 2008, the Sagaris was relaunched as the Sagaris 2.



Who knows what the future holds for TVR. Hopefully, this great company that has lasted for over 60 years will continue to produce the stunning and outrageous cars they have come to be known for.

November 2008 Dream Car of the Month - Vector W8

Sorry for the delay this month. It's getting harder and harder to find unique cars worthy of the Dream Car of the Month.

For the month of November I've selected a rather unique car, the Vector W8. I don't know how many people know about this car as it's 15 minutes of fame really came and went around 20 years ago. The car was designed by Vector's founder Gerald Weichert in the 1970s. The Vector was really the first attempt by an American manufacturer to build a car to compete with the likes of Ferrari and Lamborghini. It didn't turn out well but the cars that resulted will be remembered for two things, their striking design and their outright failure.

The Vector W8 was the first real car from the company which was started in 1971 named Vehicle Design Force. After showing a model mock up in 1971 at the LA Auto Show, the company received some attention from the automotive press but nothing ever came out of it as the car was never produced. In 1978 the company, now known as Vector Aeromotive, designed and built the Vector W2, the predecessor to the W8. The W2 had a claimed top speed of over 230mph but no one was ever allowed to test these claims.


Vector W8

The Vector W8 was the first real "production" car from Vector Aeromotive and it went on sale in 1989. The company finally had secured some financial backing to begin building these cars, each of which was assembled by hand. The price for the W8 in 1989 was around $450,000 and a total of only 17 W8s were ever built for sale between 1989 and 1993. The most famous and disastrous one was sold to Andre Agassi which was subsequently bought back by the company after serious problems with the car. The company claimed that Agassi had demanded the car be delivered for his birthday but it was not finished. The company agreed to deliver the car for the party so he could show it off but warned him not to drive it until they could take it back and finish the work. Allegedly Agassi did not heed the warning which resulted in a near crash.

The Vector W8 featured an aluminum honeycomb semi monocoque structure covered by a body constructed mostly of carbon kevlar. Power was delivered by a racing V8 and a three speed automatic transmission. The engine used twin turbochargers to produce 625HP/650TQ. Top speed was only estimated at over 200MPH but the W2 prototype, powered by a less powerful engine, allegedly reached 242MPH at Bonneville Salt Flats.


Vector/Avtech WX-3R

The company was to follow up the W8 with the WX-3 and WX-3R but they were never produced as the company was taken over in 1993 by Megatech, which at the time owned Lamborghini. Megatech did release a version of the WX-3 with a Lamborghini Diablo V12 in it called the Vector M12. Unfortunately only 14 of these cars were produced by the time the company folded in 1996.


Vector M12

Gerald Weichert eventually won back the rights to the company, now named Vector Supercars, and has displayed a new car the WX-8. Not much is known about the car except what was given when the car was shown. Top speed target is 275+MPH with a 0-60 time of under 3 seconds and a 1/4 mile of 10 seconds at 160MPH. Many doubt it will ever be produced.


Vector WX-8

The Vector W8 is such an outrageous design it could never be mistaken for any other car on the road, if they were produced in such numbers where you could actually see one in person in your lifetime. It was, and still is, one of the most striking designs I've ever seen even if it looks a bit dated today. But so do the Lamborghinis and Ferraris of the time. Unfortunately, the company just didn't have the funds to properly develop what could have been America's first supercar.

October 2008 Dream Car of the Month - Mercedes SLR McLaren

Mercedes SLR McLaren

Happy Halloween! Time for another entry to the Dream Car of the Month series. This month's feature is the Mercedes SLR McLaren. Crazy fast and exotic looking, it's a bit of a confused car. Is it a GT car pretending to be a sports car or a sports car pretending to be a GT car? Either way, it's fast and cool and I like it, even though it has an automatic. It is a Mercedes after all, what do you expect?

The Mercedes SLR McLaren was developed and named in honor of the original Mercedes 300 SLR from 1955 which won such races as the Mille Miglia and the Targa Florio. The modern SLR was designed and built by Mercedes-Benz and it's subsidiary McLaren Automotive.

The cars first entered production in 2003 and featured a 5.5L supercharged aluminum V8 producing 617HP and 575TQ. That engine was mounted in front of the car like a proper GT and connected to a five speed automatic. No manual transmission was offered, solidifying the car's classification as a GT rather than a true sports car. Nonetheless, the SLR became the world's fastest automatic transmission car by producing impressive performance numbers of 0-60 in 3.6 seconds and a 1/4 mile of 11.6 More impressive considering that despite a structure made up mostly of carbon fiber, the SLR still weighs in at almost 4000lbs. Top speed has been documented at 208MPH.

The sleek carbon fiber bodywork makes use of active aerodynamics to improve stability at high speeds. The trunk lid features an integrated adjustable spoiler that raises and lowers automatically at speed. It can also be set manually via a driver control. The spoiler also acts as an air brake assisting the 14.6in 8 piston front and 14.2in 4 piston rear carbon ceramic brakes to reduce stopping distances.

Initial production run was to consist of 500 examples of the SLR per year for 7 years for a total of 3500 cars. Base price of the SLR was set at around $495,000. The last coupe body style SLRs rolled off the production line in 2007 and they were replaced with a convertible model that will continue production until 2009.


SLR 722 Edition

In 2006, a special 722 Edition was produced as a tribute to the 300 SLR with starting number 722 driven by Sterling Moss and Denis Jenkinson that won the 1955 Mille Miglia. The 722 model features additional power from the supercharged V8 to the tune of 650HP/627TQ. Suspension tuning and weight reduction were also part of the 722 package along with lightweight 19inch wheels. Ride height was lowered and the brake diameter was increased to 15.4" in front along with the addition of a rear diffuser and front splitter.

The SLR roadster that went on sale in September 2007 is priced at over $700,000 and is one of the fastest convertibles in the world, as it is able to reach speeds near 200MPH. It is heavier than the coupe and therefore slightly slower with 0-60 taking around 3.8 seconds.

A special 722 S roadster is apparently in the works from Mercedes with the same 650HP/627TQ V8 as the coupe version. There are only 150 of these to be built but no pricing yet. You know what they say - if you have to ask how much, you probably can't afford it.

The final entry into the SLR lineup is a car that is currently in testing, the SLR McLaren Speedster. It looks to be an even lighter version of the SLR with some unique features, or lack thereof. It will have no roof and not much of a windshield either but it is reported to feature gullwing doors. I don't know how they would pull that off with no roof but, what do I know. No word on whether or not to expect a bump in power but it should still be blindingly fast and ridiculously expensive. What more would you expect?


Artist Rendering - SLR Speedster

September 2008 Dream Car of the Month - Dodge Viper

Dodge Viper Concept #1

The Dodge Viper was conceived simply as a design study to build a modern American sports car taking inspiration from the legendary Shelby Cobra. It was Bob Lutz, then with Chrysler, who suggested that Chrysler build a modern Cobra in 1989. Carroll Shelby was recruited to help in the design of the car which was introduced as a concept at the 1989 North American international Auto Show. I can still remember my first time seeing the Viper concept at the 1989 New York International Auto Show. It was stunning. I took an entire roll of film of just that car. It was like nothing else I'd ever seen. I wasn't alone, the car was an immediate hit and public reaction was so positive that Chrysler management gave the green light to manufacturer the Viper as a production model.

A team of hand selected engineers began development of the production car in March of 1989. Lamborghini, then a subsidiary of Chrysler, was asked to build an aluminum V10 engine based on Chrysler's existing iron truck V10. Original test mules were fitted with V8 engines until the V10 was ready. The V10 was done by February 1990 and in May of 1991 Carroll Shelby drove a pre-production Viper as the pace car for the Indy 500. The car was released to the public in January 1992.


Gen I Viper RT/10

The original Viper RT/10 was a roadster that made due with no roof, no side windows, no exterior door handles, no traction control and no ABS. It was a basic, simple, no-frills sports car built around a huge, powerful engine just like the original Cobra. The Lamborghini built V10 produced 400HP/465TQ and launched the car from 0-60 in around 5 seconds with a 1/4 mile speed of 12.5. Top speed was around 180mph. The car's body was made of fiberglass over a tube steel chassis. Curb weight was 3280lbs. The only transmission available was a 6 speed manual. Production of this first generation Viper lasted from 1992 - 1995.


Gen II Viper GTS Coupe

The second generation Viper was introduced in 1996 with the introduction of a coupe, the Viper GTS. On the outside the second generation of Viper looks very much the same as the original but there were enough changes to classify it as a new generation. The engine was redesigned to provide more power and weigh less than the previous V10. The chassis was also redesigned and was not only 60lbs lighter but 25% stiffer. Suspension and brakes were also upgraded on the second generation Viper. The new V10 produced 450HP and the Viper could get to 60 in 4.2 seconds and through the 1/4 mile in 12.2. Top speed was now over 190mph. Dual airbags were now standard on the Viper but ABS was not available. Minor changes were made throughout the second generation's life span. 18" wheels were introduced in 1999, ABS in 2001. The V10's pistons were changed to hypereutectic from forged for weight savings at the sacrifice of some strength. The exhaust system on all models was improved and the side exhaust on the RT/10 roadsters was dropped in 1996.

In 2003 Dodge released a completely redesigned third generation Viper. The new car was designed by Chrysler's Street and Racing Technology group (SRT). The car was renamed the Viper SRT-10 and came in a roadster only body style. The all new body was not as wild looking as the original Viper's but was still a head turner. The V10 engine was increased to 8.3L and now produced 500HP/525TQ. The chassis was redesigned again and was lighter than the previous Viper's by about 80lbs. The Viper SRT-10 Coupe was introduced in 2005 at the Detroit Auto Show as a 2006 model. The design of the coupe was a combination of the original GTS and the SRT-10 Competition Coupe racing model. The coupe was a bit heavier that the convertible SRT-10 but the sleeker, more rigid body improved high speed performance and handling. Performance numbers for the third gen Vipers was a 0-60 of 3.9 seconds, 1/4 mile of 11.7 and a top speed of 196mph. No 2007 Vipers were sold as the 2006 model carried over to 2007 while Dodge prepared a revised Viper for 2008.


Gen III Viper SRT-10

2008 saw the Viper released with a revised 8.4L V10 with better flowing heads and larger valves. Cam in cam variable timing was introduced on the exhaust side and dual electric throttle bodies were added. Power was bumped up to 600HP/560TQ. The engine was mated to a new Tremec TR6060 6 speed manual with 18% quicker shifts than the T56 of the previous Vipers. Performance numbers of the fourth generation Viper are a 0-60 of 3.5 seconds, 1/4 mile of 11.5 and a top speed of 197mph for the roadster and 203mph for the coupe. The new car's weight increased to 3460lbs.


Viper SRT-10 Coupe

The Dodge Viper has been a classic example of the quintessential American sports car for the last 17 years. It combines brute power, outrageous looks, and minimal options to be one of the best performance bargains on the market. It is however, in jeopardy of being relegated to the history books. Chrysler has already announced that they will not be developing a replacement for the current model Viper. High gas prices, limited demand and Chrysler's woeful financial situation have conspired to threaten the existence of this amazing car. Chrysler is currently exploring the possibility of selling the Viper brand to another manufacturer. Hopefully they find a way to keep it around. It's an American classic.