The unique Lancia Stratos!

On February 19, 2023February 19, 2023 By ChristofferIn Classic cars, News, The Dream Garage1 Comment

If competition between car makers has been a trait of the automobile industry for as long as anyone can remember, it’s probably only in Italy that competition between car designers was just as fierce. The two dominant houses in Italian car design are of course Pininfarina and Bertone, both having employed legendary designers through the years who have in turn been responsible for some of the most beautiful car creations to come out of Italy. Usually one of the two big houses would be the main partner for a certain brand, but there was certainly nothing hindering the other one from trying to gain market by various means. Thank God for that because otherwise, the legendary Lancia Stratos would probably never have seen the light of day.

Lancia had historically mostly collaborated with Pininfarina in designing its models, with Bertone eagerly watching from the sidelines. In the late 60’s however, Bertone saw an opportunity as it was obvious that the ageing Lancia Fulvia was up for replacement. Bertone’s gave its legendary designer and our old friend Marcello Gandini, the man behind notably the Lamborghini Miura and Countach, the task of drawing a car that completely broke with the Fulvia and would signal the advent of a new, modern era. So he did, and it was so convincing that the Lancia bosses decided to show the prototype at the Turin Auto Salon in 1970. Gandini was subsequently commissioned with designing the production car that would come to market a couple of years later.

*Gandini’s original Stratos prototype was…special!*

The Stratos’ predecessor, the Fulvia coupé, had been used on the rally scene in the 60’s with some success, and Lancia saw rally as a way to position the brand as a sporty alternatively notably the the siblings from Fiat. This meant that unlike basically any other rally car at the time (or for that matter, thereafter), the Stratos was developed exclusively with rallying in mind, and not as a civilian car later converted to rally usage. You don’t need to look at the car for long to see this was the case, and also that this was a completely new design language that would follow Gandini notably to the Countach. The ultra short wheelbase of only 2.2 metres carries a body with minimal overhangs but with a big, sweeping front screen giving the driver great visibility. The engine was mid-mounted in the ultra low, rear-wheel drive car, getting in and out of which it is not an exercise suitable for any kind of daily driving. Looking at the Stratos today, it’s surprising how small it really is at 3.7 metres and around 900 kg. Lancia did however have to comply with the rules for any rally car at the time, namely that 500 so called homologation cars for street usage had to be built and sold along side the rally cars themselves.

*How most of us remember it – on a clay road in some southern rally!*

During the development of the Stratos, Lancia had considered various engines for the car, but the one they really wanted was the 2.4 litre V6 that Ferrari was using in the Dino. After long negotiations, rumour has it that Enzo Ferrari himself agreed to deliver the 500 engines necessary for the homologation of the Stratos. However, after the first 10 engines or so the deliveries suddenly dried up, with Ferrari claiming various production issues. It wasn’t until Lancia threatened to replace the Ferrari engine with another motor that they finally started coming in. Strangely enough, that also coincided with the end of production of the Dino, which Enzo had of course seen as a competitor to the Stratos… In the homologation street cars the engine produced 190 hp, in the rally cars performance was typically between 300-400 hp thanks to a big, old-school turbo. With the car being rear wheel drive, it’s an understatement to see that the Stratos was difficult to drive, but for those who mastered it, it was one hell of a car!

The Stratos premiered in the world rally championships in 1974 and went on to win the title straight away, as it did in 1975 and 1976 as well. It won both the Swedish Rally on snow, and the African rally on clay in the same period. There’s little doubt it would have gone on to win further titles had Lancia let it, but by this time Fiat had taken the somewhat strange decision that the Fiat 131 Abarth, a not very futuristic car that few will remember and that didn’t see much success, would be the rally car (and Fiat thereby the rally brand) in the Torino car family. The last major title the Stratos won was therefore the Monte Carlo Rally in 1977, although private teams continued to race the car and having success doing so after that. Of course Lancia came back on the rally scene a few years later with the Lancia Delta Integrale, that we looked at in an old post from 2015, but that’s another story.

*The quite minimalistic interior of the homologation cars*

There’s been various initiatives over the years to revive the Stratos, some of which have made it to some of the big car shows, but none of which have so far made it all the way to production. The most promising one was designed by, hold on to your chair now, Pininfarina and not Bertone, although it was, let’s say heavily inspired by the Bertone-designed original. It was built on a Ferrari 430 chassis and was to be built by a company called Manifattura Automobili Torino (MAT). It was shown at the Geneva Auto Salon in 2018, but the project then died off, apparently not because of Covid but rather because of Ferrari vetoing it, unclear why. I included it in my overview of the auto salon back then in a post you can find here.

The Stratos was thus a truly unique car, and to me, one of the coolest cars around to this day. It’s also uniquely small, uniquely focused on rally and if not uniquely, then at least very successful. It’s also a uniquely difficult car to find today should you want one. With 500 built in the early 70’s that’s perhaps no surprise, especially since many of the buyers certainly thought of themselves as hidden rally talents. As I write this in the middle of February, there’s not a single car on the market anywhere in Europe, nor in the US (which is less surprising since the Stratos never made it officially there). The Stratos will thus remain a rally legend for poster walls or these days Youtube, but what a car it was!

The old-school brute!

On February 12, 2023February 12, 2023 By ChristofferIn News, The Dream Garage, The Thrill of Owning2 Comments

In my first post of 2021 with things to wish for in 2021, I mentioned a hope that Japan would again bring car enthusiasts something to cheer about. Unfortunately they didn’t, and I guess that in terms of combustion cars, it will never happen again. What they did do however the year after, in 2022, was to cancel the production of the Nissan GT-R for the European market. The GT-R is a true beast of a car, perhaps the best sports car ever to come out of the land of the rising sun, aunched 15 years ago to take on the the European supercar bunch but none more than the 911 Turbo as we’ll see later. It more than held its own doing so driving-wise, but without the brand but partly also the elegance of at least two of those three (sorry Lambo…). As production will stop globally this year, it’s time to pay tribute to the brute from Japan!

*A sleak but clean design that has stayed with the car through the years*

Back in 2007 I remember a young colleague as crazy about cars as me, telling me that the then brand new GT-R that had just set a record on the Nürburgring of 7 min 38 secs, quicker than the 911 Turbo at the time. He told me this was proof if it being the best sports car in the world, ahead of anything from Stuttgart or Maranello. I told him that wouldn’t matter much for sales numbers, since anyone buying a Ferrari cared far more about the brand than about lap times of the Nürburgring. It’s probably fair fair to say we were both right – the GT-R was and still is one hell of a sports car, but one that hasn’t come near the sales numbers of Porsche and Ferrari that Nissan was certainly hoping for. Unfortunately for Nissan, it didn’t convert many Ferrari drivers either.

When the once so celebrated Carlos Ghosn became CEO of Nissan in 1999, one of the first things he wanted the company to start planning for was a sports car that would represent the vision he had for the brand. His idea was to build on the heritage of the Nissan Skyline GT-R, the sportiest version of the luxury Skyline coupé, a car that never made it officially to the West and was only available as right-hand drive, but which since then has achieved a true hero’s status and been imported privately many times. The new car would retain the round rear lights from the GT-R and importantly, it should also beat the lap time of the 911 Turbo on the German Nürburgring (commonly also referred to as “the green hell”) that Ghosn had set as benchmark. Work on the GT-R thus started in the early 2000’s and in 2003, Ghosn announced the car would be launched at the Tokyo Motor Show in 2007. Unlike a certain Elon Musk, he kept his word!

*Ghosn delivered his baby timely in 2007*

The chief engineer of the GT-R was a certain Kazutoshi Mizuno, previously chief engineer of the Skyline GT-R and more known as “Mr. GT-R” well beyond Nissan. He was no doubt a key person in the project, notably convincing the not-easily-convinced Ghosn that the new GT-R had to be built on a completely new platform. The car Mizuno put together was one of the most advanced constructions that had been made at that time, with a body combining steel, aluminum and carbon fibre, an advanced chassis, four-wheel drive, crucial in bringing the power of the 3.8 litre, V6 turbo engine to the tarmac, and a dual-clutch, six-speed box mounted in the back in a transaxle construction. Initially the GT-R had around 470 hp which over the years and the different facelifts increased to up to 100 hp more in the standard version. The engine is however also a favorite among tuners, and it’s not difficult to find GT-R’s with well beyond 700 hp.

*The engine of a 2017 GT-R – it looks the piece!*

Already in the standard version however the GT-R is an extremely competent car as illustrated by a long list of racing successes in various GT categories. I’ve been lucky enough to experience a few of these over the years, both as a passenger and behind the wheel, and it’s really a car like no other. It has a very muscular, “heavy” appearance, looking bigger than its 1700 kg. Getting behind the wheel feels like stepping into a mix of a spaceship and a video game, with an interior that has what may be the largest amount of buttons on any car, before the large screen infotainment age. It fits the purpose but does so without any frills, fancy materials or much design, which is a bit of a shame. Having said that, and you tend to forget any concerns you may have had the same moment as you turn the key and wake up the lion family under the hood…

The twin-turbocharged 3.8-liter V6 engine produces a growling sound and works in perfect harmony with the six-speed dual clutch box and the razor sharp steering to provide a really pure driving experience. The first version of the GT-R was produced until 2009 is the only one needing more than 3 seconds to 100 km/h (3.2 to be exact), all subsequent cars had more power and made the sprint in less than 3 seconds. Not only that, the torque of at least 600 Nm happily kicks you in the butt whenever you want it to. This is a seriously quick car but not only that, it’s one that outclasses most other cars if you bring it to the track. That may also be the place you want to use your GT-R, given it’s far less practical than the outside may have you think. The back seats are not made for humans and the boot is so small that it barely has enough room for a weekend bag.

There’s been a multitude of updates and versions through the years but I’ll limit it to the two most important here. There was a larger facelift in 2016 that on one hand brought more power and an improved gearbox, but also visual changes on the outside an an upgraded interior with better materials. Before that however, the Nismo edition of the GT-R had been introduced in 2013, being built as the most advanced version of the GT-R ever since. Power in the Nismo was increased to 600 hp and it set what was at the time the fastest time ever around the Nürburgring, shaving around 30 seconds off the already very competent time of the standard GT-R!. Both suspension and brakes were improved as well and on the inside, Recaro seats did their best to hold the driver and passenger in place.

If you’re the no frills kind of person that that puts the driving experience ahead of the logo and being seen, then there’s probably no better sports car in the world than the GT-R. And that’s even before we’ve talked price, because at the price point where GT-R’s trade, this IS quite simply the best sports car in the world – full stop. An early car with sub-100′ km is yours for EUR 50-60′, a post-facelift one will cost you EUR 20′-30′ more, which to me is well invested money. It’s only the Nismo cars that add significantly to the budget, trading for EUR 150′ and upwards. This is of course very much less than any comparable car, be it Italian or German, including Nissan’s benchmark, the 911 Turbo. Not only that, the GT-R has all the Japanese quality you could wish for so given a serious history, a high mileage doesn’t have to be problemtic. You should be careful with tuned cars and as said, go for a post-facelift car if you have the budget but from there, you can’t really go wrong. The GT-R is the best car to ever come out of Japan, and chances are it will remain so!

The Audi R8 – Vorsprung durch Racing!

On January 8, 2023January 8, 2023 By ChristofferIn News, The Thrill of Owning, The Dream GarageLeave a comment

As we start 2023 I thought we should do so with the Audi R8 – a true legend in the sports-supercar segment, one that was mentioned in my post just before Christmas on the best sports car for 130‘, but which in my view deserves its own post. There’s a number of reasons for this: firstly, the production of the oldest supercar in the market has come to an end and the replacement, given it’s electric, will be a completely different car. Secondly, with relatively minor design updates during its long production run, early R8’s still look as modern as they did the first day. Finally, given that long production run, it’s not difficult to find an R8 for far less than the arbitrary 130’ I had set as limit in my other post, which is very good news!

*The final version of the R8 before retirement*

Audi’s transformation from the very boring brand it had been in the 70’s and 80’s to the far more exciting brand it would then become started on one hand in the rally series in Europe with the success of the Audi Quattro, on the other with the marketing people in Ingolstadt thinking up the slogan “Vorsprung durch Technik”, translating into something like “advantage through technology”, which would become Audi’s signum. The ambition was to establish the brand as a competitor mainly to BMW and Mercedes through technological advances, something that would shape mainly the engineering but also the design of Audi cars over years to come. The R8 when it came out in 2007 was at that point no doubt the clearest expression of that ambition!

Actually, claiming that the R8 only goes back to 2007 is not fully correct. The first R8 is more than 20 years old and was the result of the same management team in Ingolstadt wanting to build further on that racing success Audi had had in the 80’s by developing a car for the 24-hour Le Mans race, given that’s the only European sports car race that gets any attention in the US, a market Audi was very keen on. The original car called R8R was pretty much a failure in this regard as it never did well in the race, but its successor, now called only the R8, would go on to win Le Mans five times and in the first year 2000, claiming all three podium places.

*Other than the mid-mounted engine and the overall look, nothing else is really the same…*

With that success in the bag, Audi presented a first prototype for a road car already in 2003, which would then developed to the final car that would be introduced in 2007. The similarities between the prototype and the finished car are obvious to see, basically meaning that the R8 design is 20 years old, but looks like it could have been presented yesterday! Sales opened in the autumn of 2006 and the first year’s production was sold out in a few weeks, pretty impressive since the competition among naturally aspirated sports cars at that time was quite fierce. There was notably the brand new Aston Martin Vantage and of course the far less expensive Porsche 911, to name but a couple. The R8 was much more expensive than a 911 and if you asked the folks at Audi also far more of a supercar, however one that could be used everyday. Clearly buyers were convinced!

The R8 is a close sibling to the Lamborghini Gallardo with the two cars sharing everything from the aluminium chassis to (later) the V10 engine. At the launch in 2007, the R8 was available with a naturally aspirated, 4.2l V8 that revved all the way to 8′ rpm and produced 420 hp. The sound isn’t like anything out of Sant’Agata, being much more and perhaps a bit too discreet. Still, it’s refreshingly natural! At 1600 kg the car wasn’t a lightweight but the 4.5 seconds it needed to 100 km/h were very respectable 15 years ago. The gearbox was either a six-speed manual in an open gate shift which is the highlight of the rather dull interior which mahy consider the low point of the car, or a semi-automatic called R-tronic, the predecessor of the later S-tronic that would be introduced in 2012. The first series R8 was only available as four-wheel drive, however with a far more 30-70 rear-biased quattro system than was usually the case at Audi.

*A functional but maybe slightly boring interior, with the gate shifter being the highlight!*

In 2009 the wonderful 5.2l V10 then made it into the R8. Audi’s marketing team liked to introduce it as a Lamborghini engine but this was of course the same engine that had previously been featured in both the S6 and the S8, so its origins were really from Audi. It increased power by another 100hp, thereby bringing the 0-100 time to below 4 seconds. Both engine versions now also became available as convertible and in 2011, the R8 GT came out, limited at 333 coupes and 333 convertibles. The GT was 100kg lighter, 10% more powerful and had various other revised settings making it more of a real GT car. Various other tweaks brought the more powerful V10 Plus in the final year of the first series, before the all new second series was introduced in 2015.

The second iteration of the R8 may have been an all new car but even though it’s far more angular than the rounded lines of its predecessor, there’s no doubting the family heritage. The V8 was now gone, as was the manual gearbox. Depending on year the V10 would produce a little less or a little more than 550 hp and just like for the first series, there would be a 333-example GT series of what was to be the final R8. Unfortunately that last GT looks a bit like the last version of the Countach, in the sense that it has so many wings and skirts (all in carbon of course) that you barely see the brilliant lines of the original design. The second series would also be available as pure rear-wheel drive.

*The dry sump engine sits deep and is visible through the transparent hood*

Over the full production run since 2007 Audi sold close to 40.000 R8’s, far less than for example a 911 but almost three times more than its sibling, the Gallardo. By Audi measures, there’s no doubt the R8 was a success. Neither the engineers, nor the marketing people at Audi would like the 911 comparison, seeing the R8 as far more of a supercar. Indeed, if there was ever a supercar with everyday usability, this is the one – provided your everyday usage isn’t dependent on carrying lots of stuff around, as space is rather limited, even in the supercar segment. The 911 comparison is however relevant from a servicing perspective, and the Audi people most probably have nothing against that being mentioned. A well maintained car will be much closer to a 911 than anything from Ferrari or Lamborghini in service costs.

If an R8 is your thing, the first decision is whether you prefer the rounded lines of the largely analogue first series or the more angular and much more digital experience the second series gives. Other than the design, the other point to pay attention to is the steering, being hydraulic on the firs series and electronic on the second, and there being no really set opinion on which is best. A first series car will give you the option of the less legendary but more economical V8, but if you go for a pre-2012 car, then definitely go for a manual since the R-tronic is not a pleasant experience and those cars also hold their value far less well.

*A 2008 car, to me still the best-looking!*

Rather than picking up that 130′ car i wrote about a few weeks ago, I would probably go for the basic version, meaning a first series V8 with a manual gearbox. Those start at around 50/60′ USD/EUR for really nice cars, which is very attractive indeed! The V8 is not as exciting as the V10 and doesn’t sing as much, but it looks just as good through the transparent cover and the extra 30′ a manual V10 costs aren’t worth it if you ask me. I’d try to find a car that had the interior options which were quite useful in making it feel a bit more exclusive, such as the extended leather package and some carbon pieces. Equipped in that way, with a solid service history and in a “non-controversial” color, odds are that such a car will continue to hold its value very well indeed. Of course the GT cars of both the first and second series will do so as well, as will the rear-wheel drive cars of the second series, however at a much higher entry price.

The R8 is a great piece of modern supercar history. It’s probably the most approachable and usable supercar out there, and it’s a great expression of how “Vorsprung durch Technik”, that’s accompanied Audi throughout the years was a combination of technology and design. In its cheapest, first series, manual V8 version, it’s definitely the best iteration of a manual, naturally aspirated, everyday supercar!

The best sports car for 130′!

On December 25, 2022December 25, 2022 By ChristofferIn News, The Dream Garage2 Comments

If you read this blog on a regular basis (for which I’m eternally grateful!), chances are you also spend some time on the excellent activity referred to as car surfing, i.e. looking on various car website-marketplaces with either something or nothing specific in mind. I certainly do, a bit more than I should according to my better half. In the holiday season, chances are you’ll have more time at your hands than usual for this. So as mentioned in last week’s post where I said that if I had the 400′ to spend on a car, i.e. the money Ferrari’s new Purosangue will cost (at least…), I’d rather by the new Range Rover in full spec and spend the rest on a good sports car. Assuming the spared amount would be more or less 130′ (EUR/USD/CHF, given they all trade more or less at parity), the car surfing question thus became: which sports car would I choose?

That’s of course a very large question so in order to make this somewhat manageable, I set a few parameters. A sports car is here defined as having a roof and not a soft top, and two seats (I’ve allowed for the minimal back seats for very small children or amputated people you find notably in the cars from Zuffenhausen…). In terms of power, 400 hp feels like a good number, and those should come from at least six cylinders. As you’ll see from the selection below, if you’re willing to consider not only new but also well-kept older cars, the selection is pretty wonderful to a degree that I’m thankful this is only a theoretical exercise, because again, what would I choose? Below are six of my own top picks!

Lotus Emira

I wrote about the Emira quite recently and called it the best car Lotus has ever built. I stand by that in terms of the full experience, even if it doesn’t dance around corners like an 800 kg Elise would, which after all is pretty normal. That doesn’t change the fact that the Emira is a great car and one made for driving. It looks like a mini-Ferrari (with some hints of the Alpine A110 in the back), has an interior that is vastly superior to anything Lotus has ever built before, has a reliable Toyota V6 engine that sounds good if not at the Maranello level, and in the booth behind the engine and behind the seats, it can store more luggage than two people need. In the Lotus tradition it remains a car more for curvy roads than for long motorway stretches and it doesn’t excel in driving assistance stuff, but then again, it’s a car for driving. And at 1400 kg, it’s still on the lighter side, as a true Lotus should be. For the 130′ it costs as new, it really is a lot of car for the money and it’s actually cheaper as new than its predecessor, the Evora was as new. That’s not something that happens often these days!

Chevrolet Corvette C8

Very far from the Emira in terms of concept is the new Corvette called C8. In spite of having been launched in 2020 you don’t see many in Europe yet, something we can probably blame broken supply lines for. American readers will have seen lots of new Corvettes on the other hand, as I was able to note on our recent trip to Florida. What I also noted was of course how good it looks. I’ve always like the Corvette but the C8 takes its design to a new level, while still retaining the unmistakeable Corvette look. The interior is also said to be of good, if not superb quality and if it wasn’t for the logo in the center of the steering wheel, the car could easily be mistaken for something coming from Italy or Germany. The C8 is obviously also the first Corvette in 65 years with a mid-mounted engine, and that engine is no less than a 6.2 litre, naturally aspirated V8 putting out around 500 hp. Nothing European about that! It’s associated with an 8-speed double-clutch box and interestingly, its weight distribution is about 40-60 as opposed to the typical 50/50 of mid-engined cars. This brings really good handling on track and apparently almost too much comfort on the road. At around 130′ in Europe and even less in the US, the C8 is nothing but a bargain in all regards!

Ferrari 458 Italia

If you’re not set on a new car, then there’s really no way around the Ferrari 458 Italia which is now reaching the 130′ price mark. That’s to say that this is not a collector’s Ferrari, but it remains a significant car in several ways, besides being a great success for Ferrari. Design-wise it was the last model to come from Pininfarina and on the inside, it was the first car with Ferrari’s new dash and interior layout, that would basically be used in every car from Maranello up to the very recent Romas and SF90’s. Engine-wise, the 458 remains naturally-aspirated with the mid-mounted, 566 hp V8 singing out of the three central rear pipes from below the transparent hood. The suspension is great, the front booth is large enough for two and quality-wise, the 458 has a reputation for being very reliable, actually more so than many far more normal cars. You’ll have to fight a bit to find a 458 on the right side of 130′ but when you do, provided history and ownership are right, not much can go wrong! Choose wisely on the options for a good ownership experience (hints are front lift and upgraded speaker system more than carbon applications).

Audi R8

So far we have six and eight naturally aspirated cylinders, so perhaps time to bring 10 into the mix in the form of a real long-runner among supercars. The Audi R8 was introduced as far back as 2007 and although a second series came in 2015 and a face lift in 2019, there are few designs that have stood the test of time better, and touch-ups are indeed limited. The interior has almost seen more changes than the exterior in line with Audi’s general development, and the wonderful 5.2 litre V10 we’re looking at here (the R8 also comes with a perfectly good eight-cylinder engine) has gained some power over the years to now just over 600 hp. Some people will love the fact that this is an Audi with all that it brings in quality, service-friendliness and drivability, also thanks to its four-wheel drive. To others, that makes it a bit too much of a “normal” car for a real supercar, that perhaps looks a bit too much like its smaller brother, the TT. Our budget of 130′ will get you a face-lifted 2015-2016 car, certainly money well spent and perhaps especially so now that the R8 is discontinued and will be replaced by… an electrical model.

McLaren MP4

It’s easy to forget that McLaren Automotive, i.e. the street car company, has only been around since 1992, meaning 30 years. Back then the F1 was introduced, which with a top speed of 385 km/h is still one of the very fastest road cars in the world. Then in 2011 the MP4-12C came out (later only called 12C) as the first in McLaren’s range of, let’s say quite similar-looking cars. That’s not to say it doesn’t look good, but perhaps a little too unspectacular for the supercar it really is? The MP4 is a technological masterpiece which thanks notably to computer-managed suspension with four independent wheels offers unrivaled handling and comfort. Weighing in at only 1300 kg thanks to lots of carbon and composite materials, its 3.8 litre, 600 hp double-turbo V8 makes it very fast indeed, but it is so without a soundtrack in any way comparable to its closes competitor, the 458. That’s the thing with the whole car and also why it will only appeal to some; the MP4 (as all McLaren’s) is still today one of the fastest and most efficient cars around, but it’s so clinically perfect in how it drives that it makes an R8 look like a real rowdy and the 458 like something from another world. Being able to get one at 130′ as you now can is however very attractive indeed. If ever a road car had a real F1 heritage, this is the one!

Porsche 911

Last but by no means least is the Porsche 911, which at this budget point gives you many different options. 130′ buys you a 2018-2019 4S or GTS with 450 very healthy horsepower, a GT 3 from 2014-2015 with another 26 hp on top of that or if you prefer, a GT3 from around 2010 with the benefit of a manual gearbox and much more of a race car experience. To me all of these beat the more powerful turbo of the above generations, but that’s a matter of preference and otherwise also a very good alternative that qualifies price-wise. Of course you can also get a 911 for less, including some of the great earlier generations, but that would mean going outside my 400 hp power conditions set above. What all 911’s have in common is quite simply being some of the best sports cars every built, that most of us have memories of in various shapes and forms, and which if serviced correctly are very unlikely to bring you any problems whatsoever. The backside of that is of course that as you see one on practically every street corner it may not feel as special as you would want. That doesn’t change anything to the fact that a 911 is always a very compelling proposition!

So there we are – my selection of six sports/supercars around the 130′ mark. Most of them naturally aspirated, which was actually not something I was actively looking for. It’s a really tough choice but seeing you get real supercars as the R8, the MP4 or the 458 for the money, I wouldn’t go for the new Emira and C8 although they’re excellent cars, and neither the 911 as it’s a bit too common for my taste. Of course you would need to drive these three back to back to choose but this is a car surfing exercise and based on that, the 458 takes it in my book. If you’re lucky enough to have the choice in the real world, you’re a lucky person indeed!

Pure blood from Maranello!

On December 18, 2022December 18, 2022 By ChristofferIn News, The Dream Garage3 Comments

Sergio Marchionne is a man all car enthusiasts should be thankful to. The late Fiat/Chrysler/Ferrari boss turned around the Fiat group a bit more than 10 years ago and without him, Fiat and thereby Ferrari may well have gone bankrupt. Marchionne died in 2018 after an intense life full of work and cigarettes but not of more healthy things such as sleep, and when he was asked in 2016 if it wasn’t time for Ferrari to join the increasing number of sports and luxury brands building or planning to build SUV’s. he famously replied that someone would have to shoot him before that happened. Luckily no one did, but perhaps it’s good that Marchionne is no longer around now that Ferrari is presenting its first ever SUV, the Purosangue (pure blood). More than just the latest member in the large group of luxury SUV’s, I would claim the Purosangue is more significant. It’s not only Ferrari’s first SUV, it’s also a car that sets a new benchmark in power, technology and price!

*Purposeful front, air inlets above the lights*

In order not to offend anyone in Maranello any further we need to define precisely what kind of car the Purosangue is. You see, “SUV” is a term you don’t use anywhere near Ferrari grounds, where they rather speak of the new four-seater GT car, perhaps so that Marchionne doesn’t turn in his grave. It is of course correct given the Purosangue follows on from the GTC4 Lusso, itself the successor to the FF, both also four-seat (although not four-door) GT cars, but still, the Purosangue is far taller than any of these. At around two tons, the weight is pretty impressive given the power train and the size of the car at just under 5 meters, and a good 500 kg less than most competitors.

*At 22″ front and 23″ rear, the big wheels help the car look smaller*

Unlike most of these competitors, the Purosangue is a true four-seater, with two separate seats in the back and no third seat option. Unlike the GTC4 and FF though, attention has been paid to facilitating access tot he back seats, notably with the back doors being rear-hinged (but for rigidity reasons, preserving the B-pillar), and with enough room for two adults to sit comfortably. Luggage-space seems similar to a mid-sized, hmm, SUV, and the back seats can be folded should you ever come up with the crazy idea to take your Purosangue to Ikea. The car has 23-inch wheels in the back and 22″ in the front, which together with other smart design tricks such as the “floating” wheel arches and the (optional) black carbon roof make the car look smaller than it is, and also quite purposeful. Beautiful? Not sure, but in my view perhaps the best-looking in the super SUV segment.

The most impressive thing with the whole car is of course the power train of this first version (knowing there will most probably be lesser-powered versions that will follow). When others go for hybrid six-cylinders, Ferrari has put its greatest engine of all, the very much naturally aspirated V12 notably used in the 812 in the Purosangue. It sits deep behind the front axle with not much more than the top visible, meaning it’s serviced form underneath. Ahead of it is the two-speed “gearbox” engaging the front wheels should the rear wheels slip. Under normal circumstances, the Purosangue is thus rear-wheel drive. The fabulous engine develops 725 hp, making this is the most powerful SU…. sorry, high and heavy family GT car ever, even stronger than the 707 hp top version of the Aston Martin DBX.

*The engine behind the front axle and the front wheel drive unit ahead of it*

The suspension is said to be quite revolutionary, although not all details are known yet. Basically the Purosangue reads the road ahead à la magic carpet from Mercedes, but then allows the suspension to actively go into potholes etc. to really smoothen the ride out. The interior looks like any modern Ferrari but with a multi-purpose round little wheel on the central console, over which a number of functions are controlled. Not sure how intuitive and easy to use it is, but it looks cool. The front passenger has his own screen from which all functions can now be controlled. Of course the interior can be tailored in any version and color you want, should nothing in the standard palette be to your liking.

Price-wise the Purosangue isn’t shy at all. When deliveries start early next year it will be at a starting price of around EUR/USD 400′, with lots of room to the upside depending on the interior options mentioned above, but also of course to how much carbon you feel its exterior needs. That puts it 10-20% above the Urus and a good 100′ EUR above a Bentayga (which his hopelessly underpowered at only 550 hp), or an Aston Martin DBX 707, together with the Urus probably the closest competitor. Before you start checking your balance though, you should know that the first two years’ production is sold out before most buyers have even seen the car live.

I won’t bother you with my thoughts on whether the world needs another 700 hp SUV again, but I do think it’s wonderful to see Ferrari put its most famous and still naturally aspirated engine in the Purosangue, and I’m sure they’ll have lots of success with it. A few weeks ago I wrote about how profitable it’s been to be a Ferrari shareholder in the last years (see here if you missed it), and there’s little reason to think that will change now that the line-up has been completed with the car type that makes up about half of Porsche’s profit. As for me, to go back to our friend Sergio Marchionne, I wouldn’t spend 400′ even if I had it, but if indeed someone threatened to shoot me unless I did, I would buy the new Range Rover, which is a true SUV and ia good-looking one as well, and then have more than 100′ left to spend on a real sports car. Because you get a whole lot of interesting sports cars for around 100′, and what that could be is what we’ll look at next week!

Street finds – the Jeep Grand Wagoneer!

On December 11, 2022December 11, 2022 By ChristofferIn Classic cars, News, The Dream Garage, The Thrill of OwningLeave a comment

Christmas is a time of year full of traditions. There’s the food, the tree, the extremely repetitive Christmas songs, and then of course those Christmas movies. I can think of no other season that you associate with watching the same movie every year, yet that’s what happens at Christmas, and we all have our personal favorites. In our family, Chevy Chase’s hilarious (if you have a rather simple sense of humor) National Lampoon’s Christmas Vacation has a special place. I actually find the first 10 minutes the most fun, when Chevy alias Clark Griswold drives his family out into the wilderness to find the family Christmas tree, and on the way manages to get into a fight with a pick-up and to squeeze his giant station wagon with vinyl wood decorations on the sides between the axels of a big truck.

The movie came out in 1989 and as said, Chevy/Clark is driving a boring station wagon rather than the car that was launched precisely for this kind of family setting and situation (except the part under the truck), featuring the same kind of fake wood decoration. I’m of course talking about the legendary Jeep Grand Wagoneer, a record-breaking SUV in several aspects. The Wagoneer was notably built for 29 years, the third longest of any one generation car in American history. It was also launched in Europe seven years before Land Rover’s first Range Rover, which was of course three-door only for the first years, meaning it’s arguably the grand daddy of all modern luxury SUV’s. I saw the below example in Oslo, Norway earlier this week, perfectly parked in front of a nice hotel entrance, putting its elegant line in the right context. This week, we’ll therefore have a look at this true but increasingly rare SUV legend in its most luxurious version!

*It’s difficult to imagine a better city setting for a Grand Wagoneer!*

The Wagoneer was produced for so long that its mother company Jeep had time to change owners no less than three times. When production started in 1963 Jeep was part of the Kaiser Jeep Corporation, making the Wagoneer the direct replacement of the Willys Jeep Station Wagon that had been produced since 1946. Seven years later Jeep would be sold to the American Motor Corporation (AMC), and finally in 1987, to Chrysler, where it’s remained until today. As said the Wagoneer was built until 1990, however the Grand Wagoneer version that we’re focusing on here was only introduced in 1984, meaning most of the ones you see were built during the Chrysler years. That’s perhaps less important than the fact that quality-wise, the 1988 to end production years seem to be the best, with a number of improvements both to the interior and the exterior, In terms of engine though, Chrysler continued to use the 5.9 litre (360 cui) V8 developed by AMC, that at around 150 hp wasn’t very powerful in horsepower but all the more in torque, giving the car great towing capacity. It was also a heavy drinker, with average consumption apparently at 11 mpg or around 20 litres per 100 km…

*The engine may not be beautiful, but it has all the torque you need!*

What’s always enchanted me with the Grand Wagoneer is its looks and of course, it’s wonderful fake wood! Jeep guarantees that not a single tree was chopped to produce the vinyl panels on the exterior, and the same seems to go for the inside. There’s definitely an 80’s chic around the panels but they do add visually to the body, making it look less heavy. By modern standards the Grand Wagoneer was of course less heavy not only in looks, weighing in at around two tons, around half a ton less than a modern, large SUV (in the traditional American way, the Wagoneer was a six-seater). Being the top of the line version the Grand Wagoneer also had a lot of equipment for the time, with stuff like premium speakers, central locking and windows, and even keyless entry on the last model years from 1989. Of course it also had the split tailgate like the Range Rover does, perfect for enjoying a cup of coffee out in the wilderness, or on whichever adventure your Grand Wagoneer has taken you.

*A perfect American mix of leather, cloth and vinyl!*

Any type of Wagoneer has gotten rare these days and even fewer are in the condition you want them to be. The original Grand Wagoneer additionally suffers from the doubtful long-term quality of fake wood, so I was really lucky to see one in such a good condition as the one in Oslo. The rarity is also seen in prices, with a good version costing at least EUR 40-50.000. Then again, for car that has such presence and literally invites you to take your family or friends out on any adventure you can think of, that really is a bargain. Fuel costs will stay somewhat reasonable given you’ll cruise around at moderate speeds, listening to your cassettes on the premium speakers. There will be some additional costs to pencil in though, unless you already have a pair of used Timberlands, a squared flannel shirt and a leather jacket that has lived as least as long as the Grand Wagoneer in the closet!

The simple life!

On November 20, 2022November 20, 2022 By ChristofferIn Classic cars, News, The Dream Garage, The Thrill of Owning1 Comment

It’s a pretty established phenomenon that as we grow older, we tend to look back on our younger days with a feeling that life was both better and simpler then. That it was better is nothing but a myth as any statistic, and I do mean any statistic, will tell you. In terms of simplicity however, it’s a different story. Earlier this week I was sitting at a corporate dinner when the discussion turned to the early gigantic mobile phones at the turn of the 80’s and 90’s. I said something about life being simpler before the mobile phone and to my surprise, all of the far younger than me basically gave up a cheer.

Simplicity is of course something we’ve lost in the car world too. It feels like most new cars today have more chips than bolts (and quite some difficulty sourcing all of them!), and even a lightweight fanatic like Lotus has with the new Emira crossed the line to something more settled and mature for an audience today expecting more comfort, even in a Lotus. Not too long ago, this was very different, which is of course part of the charm of classic cars. So if you’re wishing for a simpler life and perhaps also for a classic set of wheels to put in your garage without having to rob the bank, let’s look at a cheap and simple option that has enchanted car enthusiasts for 60 years. A car that is one of the biggest successes of UK car industry ever, and that has also inspired further more modern legends, such as the Mazda Miata. I’m of course talking about the wonderful Triumph Spitfire!

The story starts in the UK in the late 50’s, when the UK car industry was cash strapped as always but not yet in the very dire straits it would find itself a few years later. Triumph watched the success Austin Healy was having with the Sprite, a simple roadster with a small engine and an equally small price tag launched in 1958. Triumph had themselves built the TR2 and TR3 since the early 50’s, but realized there was market share to be taken by marketing a cheaper and simpler car, that was still better than the Sprite. The design was commissioned to Giovanni Michelotti, a legendary Italian designer with cars from Maserati to Ferrari under his belt, but also less exotic ones of which notably quite a few for Triumph, including the TR4 and (later) the Stag.

And yet, the car that was to become one of few real successes of the UK car industry almost never happened. In 1960, Triumph was sold to Leyland Motors and in the midst of the merger, the Spitfire which at that time was only a single prototype, was forgotten in the corner of the Triumph factory in Coventry. If not for a Leyland manager poking around and finding the car under the dust, it may never have been. As it happened, not only did it come to be but it did so very quickly, as the first car was presented only 18 months later, in 1962. The name obviously comes from the Spitfire fighter plane from WW2 and it’s unclear to this day how Triumph agreed with Vickers, makers of the Spitfire plane, agreed to use the name – if they ever did.

*A Mk III interior – unlike later cars, the instruments are still in the centre*

Presented in 1962, The Triumph Spitire 4, where “4” represented the 1.1 litre, four-cylinder engine with 63 hp, was a simple car indeed. It only weighed around 700 kg so even with 63 hp, it had reasonable speed for the time, but the reason it weighed so little was that things we would tend to think of as quite standard even for classic cars, such as carpets and heating, were optional. It also had a very light folding top that should perhaps better have weighed a couple of kilos more, as it was almost impossible to use. Of course, at 63 hp, the Spitfire wasn’t what we would call a sports car today. It needed around 16 seconds to reach 100 km/h, but given you’re basically sitting on the road given how low the car is, that actually feels like plenty. Especially when you notice that the rear end is very lively indeed when the road starts to turn, something that wouldn’t be solved on later Spitfires until the 70’s.

The little modified Mk II Spitfire came in 1965 with now 67 hp. Sales in the US were really picking up and Triumph encouraged owners to race their cars on weekends, advertising any success they would have in the Triumph name. The “race on Sunday, sell on Monday” philosophy led to the Mk III in 1967 now with a larger engine at 1.3 litre, and – horray! – an updated soft top that could actually be closed. By this time you also got carpets in your Spitfire. By 1968, 100.000 Spitfires had been sold of which over half to the US. Two years later Michelotti did a pretty complete re-design for the Mk IV version, including the same rear lights as on the Triumph Stag, and a heater as standard. The final Spitfire 1500 that came in 1974 was the most powerful version there would be at 71 hp, however only outside of the US as there, emission regulations actually made it slower than its predecessors.

*The Spitfire 1500 with rear lights form the Stag. Objectively the best Spitfire.*

In the mid-70’s, the UK car industry was in full crisis mode and there was no money to further update the Spitfire as would have been required to keep the car competitive in view of increasing competition, notably from Japan. The GBP/USD exchange rate also meant the car became expensive in the US, with sales numbers starting to dip. The Spitfire would be with no further updates done to the car until the end of production in 1980. By then, over 300.000 Spitfires had been built with the last version, the 1500, representing about a third of total sales and no doubt also being the best car.

Even for an ex-TR4 owner like myself, driving a Spitfire as I did a few years ago, is a different experience. It feels like you literally sit on the ground, everything is smaller and trust me, the least of your concerns is a lack of speed, especially as the small four-cylinder produces a wonderful sound! That said, the early cars are perhaps a bit too simple even for those looking for the simple life this post started with. So if a Spitfire sounds like your thing, I would go for a late, 1500 car or if you prefer the earlier design, then for a Mk III. A good car will be yours for around EUR 15-20.000, a small price to pay for a pure driving experience. So leave the mobile phone at home, put on the gloves and go for a drive in a truly simple UK car legend!

Wonderful British quirkiness!

On October 23, 2022October 24, 2022 By ChristofferIn Classic cars, News, The Dream Garage, The Thrill of Owning1 Comment

There was a time not too long ago when the UK was perhaps together with Italy, the world’s greatest sports car nation. A large number of brands built various roadsters, coupés and GT’s, many of which have today become classics. Some are obviously more well-known than others, and their fame is often reflected in the astronomical prices many of them trade at today – think for example Aston Martin. What most of them have in common though, except Aston Martin and one-two others, is that they’re no longer around. The late 70’s and 80’s were a period of demise for the British car industry and through that, a number of highly original and quirky brands were lost. That’s of course how a market economy should work but just like with Saab a few decades later, it also meant losing a bit of the originality the car industry was characterized by not too long ago. One of the quirkier brands from this period is no doubt West Bromwich-based Jensen Motors, builders of the Jensen Interceptor of which I was lucky enough to see one earlier this week. This week we’ll therefore look closer at a quirky English brand, its cars and, well, the British view of the world beyond the channel! Jensen started as an automobile body manufacturer back in the 50’s, notably for the British car maker Austin Healy. Next to that however, the founding brothers Jensen decided to produce their own sports cars in small series. The first in line was a car with neither a very selling name (C-V8), nor a nice design – some would go as far as call it outright ugly. Jensen’s designer Eric Neale certainly didn’t think so but given the client is always right, the C-V8 was pretty much a complete failure.

It was the search for a somewhat more successful car than the C-V8 that led to the Interceptor, Jensen’s by far most well-known car, presented in 1966. This time the design had been commissioned to the Italians at Carrozzeria Touring (another company that would go bust a few years later) and although certainly more convincing than the C-V8, it was definitely still quite original. The front looked like many sports car in the day, the rear which in the UK became known as the “fish bowl”, is rather reminiscent of the 70’s AMC Pacer (which was of course designed after the Interceptor). If the exterior isn’t to everyone’s taste the interior is much more so, with a selection and quality of materials that led to the Interceptor being compared to high-end brands such as Aston Martin, Bristol or even Rolls-Royce.

We’ll make a quick pit stop here for a small side story that I find a wonderful illustration of Jensen and British car industry of the time. Jensen in parallel to the Interceptor built another model referred to as the FF. That’s actually a historic car as it was the first non-SUV passenger car with four-wheel drive, and thus highly innovative for its time. Neither in the 60’s nor now however does it snow a lot in the UK so if you build a four-wheel drive car close to Birmingham, you have to assume it was also intended for exports. All good so far. It’s just that no one in the Jensen factory apparently thought about the fact that most of the world outside of the UK by now had the steering wheel on the left side. So the FF only came as right-hand drive. Let’s just say it wasn’t a tremendous recipe for export success… Back to the Interceptor, which during the 10-year production came in three series with only subtle design differences between them but where the MK III was by far the most produced. The MK III also came with three different bodies: the most common “glass bowl” saloon, the much rarer and arguably better-looking convertible, and the ultra-rare coupé with a plexiglass rear. All three series had Chrysler big block V8’s and 3-speed automatic transmissions, but whereas the first two shared the same 6.3 litre, 325 hp V8 as the predecessor C-V8, the MK III had an even bigger, 7.2 litre engine, however at 285 hp with less power. This all had to do with the new US emission rules that limited the power of large engines quite heavily. Not only was the 7.2 litre engine less powerful, it was of course also heavier, and just a tad thirstier: apparently we’re talking 25-30 litres per 100 km (8-10 MPG) …

The convertible version of the Interceptor was presented in 1974 and is another example of Jensen’s risk-willingness or complete ignorance of the world beyond the UK, depending on how you see it. At this time most other brands were halting the development of new convertibles altogether, as it was widely expected that US safety authorities would enact a complete ban on open cars without roll-over bar. So Jensen was basically the only brand brave or foolish enough to launch a new convertible in this period. They were ultimately right given a ban was never enacted but they were kind of wrong anyway, since the whole company went bust only two years later, in 1976. By then they had produced about 500 convertibles, out of a total of some 6400 Interceptors.

Although the big block Chrysler engines were quite bullet proof, the fact that they all had carburettors and lots of them, didn’t make them any easier to run or service. The carburettors had to be adjusted frequently for optimal performance, apparently up to as often as every 1000-2000 km. Cooling was another issue Interceptors were known to struggle with and then there was of course the same issue as with all other cars in the 70’s – rust. You can certainly convert the engines to injection and upgrade the cooling system, an idea that some won’t like at all given the car is then no longer original. It will however be far more drivable, and thus possibly a solution for those preferring to spend time on the road rather than in the garage. Cooling and carburettors aside, the Interceptor is known as quite a wonderful GT car, offering loads of 70’s luxury and charm typically for far less money than a comparable Aston or Rolls (who as we all know also tend to have an issue or two…). There aren’t many in the market which makes pricing uncertain, but good saloons tend to start somewhere around EUR 50′ with convertibles costing much more. If this wonderful example of British ingenuity combined with a dinosaur-engine of a type will certainly never see again, then please make sure that if you’re not mechanically talented, you know someone who is, and go for a car as perfect as possible, as finding replacement parts for an Interceptor risks being as hard as finding a UK prime minister who will stay longer than a few months!

The forgotten one

On October 2, 2022October 1, 2022 By ChristofferIn News, The Dream Garage, The Thrill of OwningLeave a comment

Life as a motor journalist can’t be easy. Depending on what you write or say your audience often finds you biased, and if you don’t love the car you’re reporting on, manufacturers won’t like you very much, putting at risk your future access to their cars. An example of the former are my own feelings as someone who reads motor press from different countries. I can’t remember a single sports car test in Germany’s most important car magazine Auto Motor & Sport where a German car didn’t come out on top. And British Evo, the magazine whose tagline this blog takes its name from, had a period about a year ago where there would be a McLaren in every single issue. Literally. You wouldn’t think you could ever tire of McLaren, but Evo at the time proved you wrong.

An example of criticism not going down well with manufacturers also comes from Evo, who at the introduction of the Aston Martin DB9 had the audacity to picture it on the front of the magazine against a title that read “Why the DB9 it fails its toughest test”. The journalists in question were actually summoned up to Aston HQ in Gaydon and basically told they were wrong. It didn’t jeopardise their future access to Aston cars in any way, but they’ve testified to this not being a very pleasant experience…

*Not a cover that made people happy at Aston HQ…*

The DB9 may have failed the ultimate test in Evo’s eyes, but it was certainly the car that put Aston on the map for a larger public than had previously been the case. As one of the most beautiful modern sports cars ever, it was built for all of twelve years until 2016 with various updates along the way. And just as the DB9 was not an update to the DB7 but very much a new car, the same was true in 2017 when its successor, the DB11, was introduced. And so we’ve finally arrived at this week’s topic. You see, the DB11 is officially a failure, and even Aston will tell you that. Underneath however it’s a pretty good 2+2 GT car, which today is somewhat of a bargain. Let’s look at why it’s worth considering!

*Many DB11’s are two-tone to help enhance the design*

When it was introduced at the Geneva Auto Show in 2016, the DB11 received a lot of praise for its looks and was seen as a worthy successor to the DB9. Relatively quickly however, it became clear that not everyone was convinced by the design that remains quite decisive to this day. Personally I find the DB11 stunning and far better live than in pictures. Especially the rear sets the car apart from anything else in a positive way and as a 2+2 GT, I find it one of the best looking cars out there. And by the way, 2+2 is exactly what it says, with the rear seats meant for luggage or rather small children.

Turning the key certainly doesn’t make matters worse. Initially the DB11 was offered not with Aston’s 5.9 litre V12 from the DB9, but rather with a new 5.2 litre twin-turbo V12 developed in-house and producing slightly more than 600 hp. A year later Aston used its by now well established relationship with Mercedes-AMG to complement the V12 with the well-known, double-turbo V8 offered in various AMG models. The V8 delivered around 100 hp less than the V12 but with almost the same torque, and with more than 100 kg less weight on the front axle.

*Cosy, but also far more spacious than a DB9!*

The concept the DB9 and various other Astons up until the DB11 were built around was referred to as VH (Vertical Horizontal), a name that basically doesn’t tell you anything unless you’re an Aston engineer. We won’t dwell on it here but the construction carried with it that both the DB9 and other cars, especially the DBS, were very stiff and not very pleasant on longer rides. Given their character as GT more than sports cars, this wasn’t ideal. The DB11 doesn’t take the VH concept further and is built on a new chassis, bringing far more comfort than its predecessors. It carries over to the cabin which has the right amount of leather for an Aston, meaning a lot, and is generally a nice place to be. Its infotainment unit is the same Mercedes used in the early 2010’s pre-MBUX and is of course hopelessly dated, but it lets you connect your phone and the (optional) B&O stereo more than compensates for it. Driving-wise, most agree there isn’t much to complain about either. The DB11 doesn’t shoot the lights out and isn’t made for throwing round a track, but it does a pretty fabulous job as the GT it was built to be.

The DB11 was introduced as one of Aston’s “make or break” cars. The firm’s CEO at the time was still Andy Palmer and he felt it so important to convince buyers of the car’s qualities, and fundamental quality, that he apparently gave his personal mobile number to the first 1000 of them, telling them to call him should they have an issue. It’s unclear how many did, but what is clear is that it didn’t help much. The DB11 failed pretty spectacularly, to the point where Aston cancelled it after only 18 months of production – at least in its first version. By then, only 4200 cars had been produced. The second version that remains in production to this day is referred to as AMR (Aston Martin Racing) and saw the V12 boosted by another 30 hp. The V8 wasn’t affected by the update and has remained unchanged, but both versions will see a major review in 2023 as part of a general overhaul of Aston’s model line-up.

*A far nicer front than on the current Vantage!*

DB11’s today start around EUR 100′ for both versions, meaning half or even less than half of their price as new for cars that are two-three years old. I’ve written lately about cars preserving their value in today’s market, but this is clearly not one of them. Until now that is, because we may just have hit the bottom in terms of resale values here. If you like the looks (and how could you not?!?) and are in the market for a 2+2, EUR 100′ for a V8 or V12 Aston is really quite attractive. Between the two I’d go for the V8 given it produces the same torque and drives better given far less weight on the front axle. It’s also an engine that is tried and tested throughout in various AMG cars. There is however a reason to look at the first version of the V12 given only 4200 few were built. When the AMR update was introduced, CEO Andy Palmer referred to the pre-AMR cars as future collectibles. I’m not sure about that, but I’m quite sure that EUR 100′ is a pretty attractive entry ticket for one of those, collectible or not. The DB11 is a fabulous car that you don’t see on every corner, and the downside from here is certainly far more limited!

Two is more fun than one!

On September 25, 2022September 25, 2022 By ChristofferIn Classic cars, News, The Dream Garage, The Thrill of OwningLeave a comment

Turbo. the concept arguably made popular in petrol cars by Swedish Saab in the 70’s, has come such a long way that it doesn’t get much attention anymore. Yet if you want to challenge the US saying “there’s no substitute for cubic inches”, at least in terms of power output there’s no way around the turbo. Its advantages are obvious in allowing a far larger output from a smaller engine than would otherwise be the case, and a smaller engine means lower weight and potentially lower consumption, a bit dependent on how often you rev the turbo. Over time things have gone from one to two or even three turbos in modern engines, engaging at different revs, and the concept of more than one turbo on a petrol engine actually goes back to the late 70’s as well, and was somewhat surprisingly pioneered by none other than Maserati. In fact, most observers agree that had it not been for the Biturbo engine family, Maserati would have gone under there and then – and that would have been a shame!

There were two reasons times weren’t rosy at Maserati’s HQ in Modena, Italy, in the mid 70’s: firstly Maserati was owned by Citroën at the time in something that was far from an ideal marriage and secondly, various cars were built in small numbers without standardised production methods. Next to that however, much like other sports car brands at the time, Maserati was not helped by Italian taxation law which heavily penalised engines larger than two litres. This led manufacturers to the same thinking that Saab had up in Sweden, albeit for different reasons, namely to get more power out of a smaller engine. The turbo was the answer, but whereas Saab found one turbo to be sufficient, down in Modena the idea was an engine with two turbos boosting power even further. The project was led by a certain Alejandro de Tomaso, the Argentinian who had run his own car brand in Modena since the 50’s (and whose cars until then had certainly not used turbos but rather cubic inches, but that’s a story for another day…).

*A less spectacular rear, but notice the Maserati emblem on the c-pillar!*

De Tomaso took over Maserati in 1976 and saw its way back to profitability in cheaper cars through standardised production methods and with sub-two litre engines such as to avoid taxation penalties. The result was on one hand a range of different models over the coming years that we’ll look closer at below, and on the other the six-cylinder Biturbo engine which initially put out 179 hp from only 1996 cm3. That number would later be increased to as much as 245 hp in the early 90’s and siblings to the engine would offer even more power but at larger volume, and were therefore mostly destined for the export market.

The cars Maserati started producing under de Tomaso’s management were comparable to the BMW 3-series of the time in size and came as two-door coupé, convertible/spyder and four-door sedan. At 4.1 metres long and only some 1100 kgs weight, the first generation Biturbo cars that came onto the market from 1982 used carburettors, which combined with the small six-cylinder engine produced a wonderful sound. Initially de Tomaso’s plan seemed to work as sales numbers picked up from around 2000 in 1982 to over 5000 in 1983. By then however, early cars started having pretty important quality and reliability issues, and sales numbers fell regularly over the coming years. Issues were actually so important that Maserati decided to remove the Biturbo reference in car names after 1988, by which time both engines and cars had seen quite an important facelift and had also improved quality-wise.

*A late Spyder interior with lots alcantara, leather and wood! Notice the watch…*

Be it the two-door coupé, the Spyder or the four-door sedan, what they all have in common are quite an angular design which is far from the the sweeping lines of Italian cars in the 60’s. It’s a matter of taste whether you like it, but the car definitely has more presence than for example a BMW 3-series. And once you open the door, everything changes as you’re greeted by an ocean of leather an alcantara in a cabin that no one on this side of Rolls Royce and Bentley offered at the time, and hardly do today either. The interior could be chosen in different colours and with different mixes of alcantara and leather, and looking at most cars today makes it clear how much better leather stands the test of time than alcantara!

The sharp lines were softened a bit both inside and out with the first facelift in 1987 and perhaps more importantly, the engine was changed to fuel injection. Further improvements over the coming years included the suspension, steering and brakes, and as mentioned, the overall quality improved. In 1991 the two-door Shamal was added to the range with further design changes to other cars as well, generally in the form of more painted plastics in line with what was popular in the 90’s. The 2-litre V6 by now produced up to 245 hp but was only sold in Italy. It was complemented by the larger 2.8 litre engine in other markets, and models in the late 80’s and early 90’s were called 2.24 and 222 (two-door) and 4.24 and 422 (four-door). Next to these the Spyder was still built, featuring the same engines. A couple of years later in 1994, the lights were out for Biturbo engine, although elements of it lived on into later Maserati engines.

*The Shamal is hard to find and could only have been built in the 90’s!*

It’s a few years since I drove a late 80’s coupé, but it was probably the most Italian driving experience I’ve ever had. As said the car is small, so you sit relatively tight in quite an Italian position, meaning one that requires long arms and short legs, which isn’t really how I’m built. It also made clear that Italians are usually smaller than my 183 cms. it’s not too bad though and when you look closely at the interior, you discover how wonderfully hand-sewn it looks, with uneven stitching here and there which only adds to the charm of the package. It’s a car you can definitely throw around the corners should you want to, but be slightly careful doing so given the engine of course has the same Ketchup-like power delivery as other 80’s turbo engines. Generally though, the car is a pleasure to drive and gives you real 80’s vibes!

The quality issues Maserati ran into with the first series of cars meant values reached rock-bottom on the used car market, and although good cars have started to gain somewhat in value, we’re pretty much still there. This is clearly driven by many cars having been purchased by drivers on a small budget who could buy the cars thanks to the cheap entry ticket, but who have then neglected maintenance or used the car like a hot hatch. Service history is therefore key, as is a thorough inspection of the rust-prone body and the sensible, and today partly irreplaceable interior. Did I mention checking the engine as well? You should, but even if you do it all, a Biturbo will probably not be the problem-free perfect car for those who love German precision. It’s thus important to know yourself in this regard. The best part is of course that you won’t have to spend more than EUR 15-20.000 for really good cars, meaning a bit of investments isn’t all that bad. That’s with the exception of the Shamal though, a car by many considered a the best (and certainly sportiest and most 90’s) of the Biturbos, but which today is very hard to come by, and correspondingly expensive.

*The Spyder gives you even more engine sound for the same money!*

The four-door Quattroporte is generally slightly cheaper than the coupés and Spyder, and arguably the least attractive in the range. Later cars after 1987 and into the 90’s are quality-wise the best and most powerful. They don’t have the unbeatable sound of the carburettor six-cylinder though, and have also lost some of the angular appearance of the early cars. Both earlier and late cars in good condition are becoming more difficult to find but if you do your research, you will definitely find a Biturbo that provides plenty of pleasure along with a few frustrations, and the value of which can only go one way from here. Should that not be enough, driving it will also make you feel more Italian than anything this side of Modena!

The best car Hethel ever built!

On September 18, 2022September 18, 2022 By ChristofferIn News, The Dream Garage, The Thrill of Owning2 Comments

As regular readers have no doubt noticed, I don’t often write about new cars. Enough other people do that, and the fact that most new cars these days are EV’s is certainly also a contributing factor. I’m also no big fan of losing 30% in the first year, although as highlighted recently, that’s something that seems to be changing in these crazy times, at least for some cars. However, when one of the favorite brands among all car enthusiasts brings out a new car with two petrol engine options, and indications are that it’s the best car they’ve ever built, then I do believe it’s worth a few lines. I’m talking about Lotus and the all new Emira, that we’ll look closer at this week!

*Beautiful – with Evija and F8 elements all over!*

The Hethel-based brand is something like northern Europe’s Alfa Romeo; every time they launch a car we all want them to get it right and in terms of driving pleasure they usually do, but unfortunately the cars just as often are a deception both in quality and comfort, especially since they tend to be a tad too expensive for what they offer, making them an enthusiast, niche product. This is no doubt one of the reasons behind Lotus’s financial difficulties through the years. After a drive in an Exige a few years ago, I mentioned to the dealer that I found it slightly harsh. He just pointed at the Evora saying that in that case, that was the car for me. I had some back problems then, and the time it took me to get into the Evora was exremely unworthy. When I was finally in, what I discovered was a car that was perhaps refined compared to an Exige, but miles away from a Cayman, yet still more expensive. That’s not a winning package. Luckily, having had the opportunity to experience the Emira inside and out recently, I’ll risk it and claim things have very much changed – in a positive way!

The Emira is Colin Chapman’s last Lotus iteration and also the last Lotus with a combustion engine, before the brand goes fully electric under the new Geely ownership. The chassis comes from the Evora but has been heavily reworked and Lotus has developed a new steering rather than buying it from another brand as they’ve done previously. In terms of looks it’s no big surprise that the Emira has clear design elements in common with its sibling, the coming, all-electric supercar Evija. Next to that however, it also looks like a mini Ferrari. More precisely, like a mini F8 Tributo. There are elements on all sides that makes you think of the cars from Maranello in general and the F8 in particular, but the design combines looks with function, with air being led through various channels from front to back in an Evija-like way. The result is absolutely fantastic, and the Emira definitely has a supercar look about it, far from the more toy-like looks of some of its predecessors.

*Replae those lights with round ones and the F8 resemblance i clear!*

Initially the Emira is offered with two engines: the well-known, supercharged Toyota V6 featured in both the Exige and the Evora, and here putting out 400 hp. It’s coupled to either a manual or an automatic gearbox. The other option is a four-cylinder, turbo-powered Mercedes-AMG engine from the A45s with 360 hp, which is only available with an auto box. That engine actually puts out 61 hp more in the A45s, so AMG tuned it down for Lotus such as not to challenge the V6 as the top engine. It’s a pretty safe bet that with the first facelift in a year or two, the four-pot will have its performance increased… Both engines produce similar speeds at just over 4 seconds to 100 and a top speed over 280 kph but as said, if you want a manual (and many Lotus drivers do!), then the V6 is the only option. And there’s another, very Lotus-typical reason for wanting a manual, namely that the gearing is still fully transparent and visible on the inside under the center console!

The inside is also were the biggest differences to previous Lotuses are to be found, and it’s a bit like night and day. Gone is the rudimentary interiors of earlier Lotuses, replaced by a very nice place to be, still with a clean design that is not overloaded, and offering a good mix of new, digital elements and phyiscal buttons. It also feels very roomy compared to for example an Evora, which is interesting given at 4.4 metres long and 1.95 metres wide, the car isn’t much bigger. The squared (almost) steering wheel and shifter sit exactly where they should, the digital instruments and infotainment screen offer all modern features you could wish for, but have been combined with physical buttons notably for climate and radio controls. Why can’t everyone do that?? With a total weight of only 1400 kg, the Emira is heavier than an Elise or an Exige, but still qualify as lightweight in today’s world, thus staying true to Chapman’s legendary lightweight motto. But for 5 kgs, the weight is actually on par with a Porsche Cayman.

*The interior has nothing to do with previous Lotuses!*

Next to the manual box, another reason to opt for the Toyota V6 is a great sound through the Emira’s exhaust. First tests indicate that the car drives like a Lotus should, diving into corners, perfectly controllable over the steering, well-balanced and very happy to wag its tale and drift as much as you want, should you want to. There are no active elements in the suspension, Lotus has rather set up the car as they believe it should be set up and offer you the choice of two versions, a sportier one and a more comfort-focused one. To go with that are two different 20-inch tires that have been specifically developed for the Emira (something that was actually last done for something as exclusive as the AMG GT Black Series!), one sportier than the other, and inside them are really big disc brakes that should have no problem bringing the 1400 kg to a halt.

Launch cars are available in a First Edition with the V6 and with a driving package, special wheels and various other visible elements highlighting it is precisely that, i.e. the First Edition. The initial batch of V6 cars have been sold out in most markets, although most haven’t made it to the road yet. If I were to order a car in Switzerland today, I could chose between the V6 and the AMG engine, and Lotus indicates delivery in about a year for both. That may be better than some other cars, but it’s still a long time! Prices are not fully clear but are somewhere around EUR 80-90.000 for the V6 version and about EUR 10.000 less for the four-cylinder. All cars are well equipped with few options. Considering that and that this is a mid-engined, two-seater which at 1400 kg offers 400 hp, the Emira very much looks like a supercar for sports car money. And when you add to that the interior quality, comfort and practicality it also offers, it starts sounding not only attractive, but actually pretty irresistible, especially when you know that with a Toyota or an AMG engine, servicing it won’t ruin you either.

*I’ve yet to see a colour that doesn’t fit the car!*

Should you get this instead of a Cayman or for that matter, an F8? As always, that depends on who you are. Even though the Emira is miles ahead of previous Lotuses, if you’re looking for perfection, then the Cayman is probably the way to go. And if you really want the full drama, looks and sound from Maranello, well then an F8 is the car to get. But if you’re on a smaller budget, you enjoy special things that aren’t seen on every corner, you find it has enough supercar looks and feels special enough, well then the Emira could be the car for you. Personally I would be in that corner, and buying the last petrol car that will ever come out of Hethel also feels quite special! In terms of which one to get however, Lotus hasn’t made it easy. I like the V6 but by the sounds of it, the AMG four-pot could be a real peach. What settles it for me though is that to me, a Lotus needs to be a manual, especially when it lets you look into the gearing mechanism. I’ll take the V6 please!

The 1000 hp Ferrari tribute!

On September 11, 2022September 9, 2022 By ChristofferIn News, The Dream GarageLeave a comment

Sometimes funny things happen in the car market where you least expect them to, as is currently the case with one of the greatest cars of them all – none less than the tremendous Ferrari SF90. The somewhat unexpected situation I’m referring to is that there’s unusually many of them for sale. This is unusual both as the SF90 is very much still a new car (although you can’t order a new one anymore), but also since it’s rare to see any kind of supercar at this level being offered in current numbers. This doesn’t mean that they’ve dropped massively in price, but of course a large supply tends to reduce the price in the long run (and vice versa, as the energy market is reminding us of). So what’s going on? Have so many fallen out of love with one of the greatest supercars of all time, and in that case why? And what is the Ferrari SF90 really about? That’s what we’ll look at this week.

*New design elements were introduced on the SF90 that in my eyes look great!*

Presented in 2019 and boasting a total of 1000 hp of which 220 are electric, the SF90 name is a tribute to the 90 years of the Ferrari racing team. The extreme creation is however not the first super-Ferrari that uses hybrid technology – that was the LaFerrari, although that was a simpler, non-chargeable hybrid system and total power output was “only” 950 hp. The SF90 is a plug-in hybrid with two tank caps on the aisles just like on the F40, it’s just that in one of them, nothing but a cable should go in. Design wise the SF90 goes its own way, which is not to everyone’s taste. The headlights are different in shape to all other cars from Maranello and the square rear lights will probably have some Ferraristi rub their eyes. Whatever the form of the lights though, in terms of speed there’s little reason for concern. The SF90 hits 100 km/h in 2.5 seconds and 200 km/h in 6.7 seconds, and then goes on all the way to 340 km/h. That’s the take-off speed of an Airbus passenger plane… In terms of acceleration it’s even more impressive when you consider that at around 1600 kg, the SF90 is around 200 kg heavier than LaFerrari was, and still manages to be faster.

*The rear’s design is less clear, and squared rear lights are a Ferrari first!*

The secret of course lies in the engine package. Firstly the combustion, 4-litre, twin turbo V8, putting out 195 hp per litre and being buried so deep in the car that the cylinder heads barely reach the middle of the rear wheels. This is unlike most Ferraris where the engine sits right under the bonnet, but of course does wonders to how the car handles. Complementing this tremendous machine are a total of three electrical motors, one centrally placed and the other two close to the front wheels, adding up to another 220 hp. The motors would be capable of more than twice that power, but the relatively small 8 KwH battery sets the limit. It’s also responsible for the SF90 not doing more than a max of 25 km in electrical mode, then again that’s probably not your main concern when you develop a new Ferrari supercar. It doesn’t change the fact though that the SF90 is the first Ferrari that can be driven fully electrically and thereby silently, which is quite useful when you want to sneak out of the neighborhood early in the morning!

*No Ferrari engine has been located lower than the double-turbo, four-litre V8!*

The aerodynamic features of the car are too many to go into in any greater detail, but at a speed of 250 km/h they add almost 400 kg of additional downforce, a pretty impressive number. And of course, the four engines in different places help the car in the area of dynamics. It basically gives the car an informal four-wheel drive system, hereby making it the first 8-cylinder Ferrari driving on more than two wheels. On the inside you sit low in the driver seat and look out over a total of 9 digital displays, the largest of which is almost Tesla-esque in size and is complemented by quite an advanced head-up display above it (also a first for Ferrari). Luckily the manettino is still there, helping you switch between driving programs.

*A lot of screens, that sometimes work in an Italian way…*

There’s thus no doubt that the SF90 is quite a compelling package and a modern supercar in the true sense of the word – so what’s with all the cars in the market? It’s indeed quite odd, but as I write this there are 105 SF90’s for sale in Germany, and as many as 22 in small Switzerland. No other comparable supercar is close to those numbers. Contrary to the LaFerrari of which only 500 coupes were built, production of the SF90 wasn’t limited, although it’s gone out of production now, and there’s was never any conditions tied to buying one, such as owning other Ferraris. Price-wise, having initially climbed to about 20% above the price as new, cars have now come back to roughly the new price between EUR 500-600’ with as said many cars hitting the market.

My guess is that one reason for the number of cars in the market is exactly that, I.e. that the SF90 could be bought by anyone, and a number of cars probably were in the good economic years we now have behind us, during which it was produced. With the benefit of hindsight many may then have changed their mind, so what’s been going on is a kind of cleansing of the market. Where it goes from here is probably anyone’s guess. In the coming five years the car can certainly lose 20% or EUR 100’, or on the other hand start appreciating, notably now that production has stopped. Given we are after all talking about a 1000 hp Ferrari, I’d put my chips on the latter scenario. As always though, if your considering one, don’t by an SF90 to speculate. Buy it to enjoy what is one of the greatest supercars ever built, and enjoy it all you can!

The only car you’ll ever need!

On September 4, 2022September 5, 2022 By ChristofferIn News, The Dream Garage, The Thrill of Owning1 Comment

If you don’t want run the risk of serious depression, you need to be selective when watching the news these days. Between the war in Ukraine, rampant inflation, lock-downs in China and other de-globalization effects (and in addition to that a full energy crisis in Europe), it’s not a wild guess that the coming years may well be more difficult than the last ones. Is it maybe time to downscale, and reduce the number of cars in the garage? Thinking about it, I started playing with the idea that you would have to stick to one car and one car only for the rest of your life. What would you choose? I realize many would probably answer with an EV these days, but for this exercise, let’s forget about those and stick to the good old combustion ones. A sports car would be nice but not really in line with down-sizing, and also not very practical. Coupes are nice to drive but not very good for your present or future kids and all their stuff. SUV’s is obviously the way most of us have gone in the last years, but they’re not really a thrill to drive, unnecessarily heavy, and loading them is quite tiresome given the height.

If you think about it, I’m sure you’ll reach the same conclusion as me. The one car that will serve you well for the rest of your life is – drumroll – a German power station wagon and more precisely, an Audi RS6 Avant or a Mercedes-Benz E63 AMG. They will carry all your children and their gear when they’re young, and all the furniture when you’re re-designing your house after they moved out. Their four-wheel drive systems will ensure you reach your favorite winter destination while beating most supercars (at least those a few years old) on the highway. But they can also take your stepmother to the grocery store without her noticing anything special, and she’ll be able to load the groceries herself in the back. The RS6 and E63 are thus pretty unbeatable and have obviously been head to head competitors for many years.

*Purpo*seful and muscular with tremendous presence!

Regular readers of this blog might rightfully be a bit surprised at this point for two reasons: firstly the fact that up until three years ago I owned an E63 so why on earth did I sell it? And secondly, wasn’t I the one who complained about how bad the (then) new E-class was? You’d be right on both points and I’m not sure my defence will convince you, but in terms of my E63, if there’s one car I wish I hadn’t sold it’s indeed that one and if I had a second chance, I might well have decided differently. Trading it in for an XC90 was perhaps sensible, but if so, proving how boring sensible can be.

On the second point it’s indeed true that I’m still far from convinced by the current E-class but luckily, a downsizing budget is more compatible with a somewhat older car, which in this case would mean the Merc (W212) E63 AMG and the Audi (C7) RS6 Avant, built from 2013 until 2016 and 2018 respectively (meaning for Merc, the face-lifted version of the W212). These were the last not-fully digital versions and they can now be had at between 1/3 and 1/4 of their price as new, meaning around EUR 50-60.000. For what is arguably the world’s greatest car concept, that’s no less than a tremendous bargain and one that is hard to resist, whatever the world does next!

*An elegant line, appreciated by those “who know”…*

As a short background, the W212 MB E63 AMG in its face-lifted version was introduced in 2013 and unlike its predecessor, it had four-wheel drive as standard, which is very useful in getting the power from the 5.5 litre, double-turbo V8 with 557 hp in the regular version, or 585 hp in the “S” version, to the tarmac. The additional power was more noticeable in the torque which increased from 720 Nm to 800 Nm. The corresponding C7 RS6 was built between 2013 and 2018 and was the third version of the RS. Its 4-litre, double-turbo V8 produced 560 hp as standard or 605 hp in the version called “Performance” in most European markets, with corresponding torque numbers of 700/750 Nm. It goes without saying that it also came with four-wheel drive as standard – how could it be any different from the home of Quattro?

The engines and drive trains are thus very similar, as are acceleration and top speed numbers with drag races normally ending slightly in favor of the Merc. The difference is however negligible, but it’s far more common that Audis have been tuned to even more power than E63’s, and it’s not uncommon to see RS6’s with over 700 hp. What is more surprising given Merc’s reputation is that the E63 is the hooligan of the two, very happy to drift as much as you desire but only if you so desire. This is very different to Audi’s more controlled behavior – it drives like it’s on rails whether you want it or not. Then again, if you’ve tuned it beyond 700 hp, that’s perhaps a good thing…

*A fault-free interior – perhaps slightly dull?*

In terms of styling this is of course a matter of personal taste, but I think most people would agree on the Audi having more presence than the Merc which is more of a sleeper. I would also say that the Audi looks sportier, the Merc more elegant. The same is carried over to the interior where most would probably agree on Audi’s being more modern, which of course has to do with the W212 having been introduced already in 2009 and the face-lifted version taking over most of the original car’s interior in 2013.

In terms of quality and feel however, the Merc has a solidity to it which I find difficult to replicate (and which the current E-class is light years away from). It very much leaves you with the impression of being the last “real” E-class. The E63 is also the roomier car, both cabin- and booth-wise, with up to 200 litres more space in total. If you still rely on onboard infotainment you’ll prefer Audi’s larger screen and more modern system, and it’s also far easier to find an RS6 with the B&O sound system. Mercedes also offers that as an option, but it’s far less common. That’s a shame, since it’s a fantastic system, far superior to the cheaper systems in both cars.

If you’re still with me and haven’t made up your mind just yet, there’s two other things to note before you do so: firstly, the RS6 is much more often to be seen than the E63. The latter is quite rare and content with being only noticed by those “who know”. If you don’t want to see the same car on every street corner, or indeed if you want to be noticed less than you are in an RS6, that’s worth considering. Secondly, comparable RS6’s are generally more expensive than E63’s by somewhere between EUR 10-20.000. Good sub-100.000 kms E63’s will start around EUR 50.000, corresponding RS6’s at around EUR 60.000.

Whichever one you choose, do so carefully. A 700 hp RS6 with unclear history and imported from Germany is not necessarily the one you want, neither the car that rides on 23-inch wheels with nothing between rubber and the wheelarch. This is far more common with RS6’s than with E63’s, so beware. As always, original cars from countries with high fines for speeding, and elderly owner and a complete service history are the best and worth a few thousand more. Think about the equipment that is important to you and although this may make the search longer, don’t compromise but rather wait until the right car comes along, because it will. And if that happens to be a bright red RS6, who cares? Firstly it’s one of the few cars in this class that looks good in red, secondly you’ll probably never want to sell it anyway and thirdly, if you do, the secondary value will take much less of a hit than if it had been a new car 3-4 times more expensive. As for myself, if downsizing really kicks in and my beloved cars had to go to focus on one, then I would buy an E63 again. But just to make sure, I would test drive that RS6 once more before doing so!

The most elegant 4-seater ever!

On August 28, 2022December 22, 2025 By ChristofferIn Classic cars, News, The Dream GarageLeave a comment

A few weeks ago I was fortunate enough to spot a number of spectacular cars within a few minutes and meters in downtown Zurich, and made a post about it that you can find here if you missed it. One of those was in my eyes far above the rest in both elegance and rarity. To me, the legendary Mercedes-Benz 280 SE 3.5 Cabriolet is one of the most elegant cars ever built and as I said in my post, it certainly deserves a bit more attention than sharing a post with a number of other more “everyday” cars (that’s perhaps stretching it, but at least far more common). This week therefore, we’ll take a closer look at the car that is not only beautiful and incredibly elegant, but also historic in several ways!

The 280 SE (as I’ll call it from here on, given that saves loads of time writing…) is part of the W111/W112 range, the roots of which go back all the way to 1959 and which are today known as forerunners to what would later become the S-class. The W111/W112 (the difference being that the latter was a more luxurious version with notably air suspension and a more luxurious interior) was mostly sold as a four-door sedan, which became known as the “Heckflossen”-Mercedes (tail fin Merc) due to the shape of the rear “wings”. However a station wagon, a coupé and a convertible were also built in smaller numbers, all based on the same, non-modified platform.

The body parts were different though and most of these were produced by hand, as many other cars at the time. The sedan wasn’t however, and this contributed to making the other versions prohibitively expensive in comparison. In spite of this and the resulting small production run, they are important as they are the last Mercedes cars that were in essence built by hand.

*The regular w111, also referred to as “Heckflossen” (tail fin)*

In the first half of the 60’s, the coupé and convertible had the designation 220 SE and were powered by a 2.2 litre, six-cylinder engine putting out a relatively modest 120 hp. Subsequent versions called the 250 SE, the 280 SE and the 300 SE (the most luxurious version, part of the W112 range) pushed that all the way to 170 hp, but it was in 1969 that things really changed, as that was the year the 280 SE got the brand new, 3.5 litre V8 engine internally called M116 with 200 hp, the first Mercedes engine post-WW2 that was larger than three litres.

It came together with a modest facelift as the W111 was starting to age, notably including a flatter radiator grille and different rear lights. The new grille’s shape made the car known in Germany under the name “Flachkühler”, translating into “flat radiator”. Contrary to what is often believed it thus had nothing to do with making more room for the new engine, but was rather purely a styling measure. The price issue had been solved somewhat at least vs the coupé, as the convertible was only 10% more expensive towards the end of production. That is slightly different today, as we’ll see below.

*Not the most beautiful engine, but the 3.5 litre V8 it does its job!*

The 280 SE comes from a time when Mercedes was shaking off the old post-war heritage and started developing more modern cars to take the brand into the future. Car building itself was however still traditional, panels were still in thick metal and weight considerations weren’t a major concern, neither on the outside, nor on the inside. What looks like wood is indeed wood, and of the finest quality, and quite a few cows must have lost their lives when the interior was sown.

The doors are heavy and make the right sound when you close them and the leather-covered dash has another cow or two on its conscience. The engine is said to have power at all revs and the 280 SE was good for 210 km/h at the time, although most people would probably not think of going anywhere near that today. This very luxurious convertible was hence seen as the 300 SE’s successor, but it was actually part of the W111 range and most notably, had conventional rather than air suspension.

*They don’t make car interiors like that anymore!*

The 280 SE 3.5 Cabriolet was built 1232 times between 1969-1971, not a lot when you consider the total production run of the W111/W112 of around 400.000 cars. It would be the last four-seater convertible from Mercedes for more than 20 years until the far less special A124 / E-class convertible in the early 90’s. At the time of the launch it cost 35.000 D-mark, no doubt a lot of money but by far not as much as today’s value of around EUR 350.000 – 500.000 for perfect cars, most of which have of course been renovated.

There’s not many around and it’s probably easier to find one in the US than in Europe, as that’s where most of them were sold. That’s certainly not cheap, then again 280 SE 3.5 Cabriolet has a solid place in automotive history and is perhaps the most elegant Mercedes-Benz ever built. There’s really no reason why it should be cheap!

Which one would you pick??

On July 17, 2022July 17, 2022 By ChristofferIn Fun stuff, News, The Dream Garage5 Comments

It’s obviously summer time, and here in Switzerland right in the middle of the really hot temperatures down in Spain and Italy and the really cold temperatures up north in parts of Scandinavia, we’re enjoying perfect summer weather. This is obviously the kind of conditions you imagine when you decide to spend a significant amount of money on a car in the categories sports/hypercar or luxury convertible, so the time to enjoy them has definitely come – and if it’s a convertible, so has the time for shielding your head from the sun during those long, nice drives.

It’s not just in the summer that Zurich is a rolling car exhibition, but clearly the number of beautiful automobiles is higher in July than in November and they tend to be cleaner as well, thereby lending themselves better to the game I thought we’d play this week. It’s one I’m sure we all played as kids and that just maybe some of us still play as grown-ups. I’m of course talking about variations of the excellent mind game “which one would I pick?”! It was when walking through the city the other week that I photographed the following four cars within an area of 200 meters, and thought they lent themselves very well to this exercise. Also, the results could be a good way of getting to know our readers a bit better through your preferences, so please therefore put your replies in the reply section below!

*The Continental Convertible – elegant, timeless, discrete, or too old school and boring?*

We start with the most common car of these four, namely the latest version of the very popular Bentley Continental GT Convertible, or GTC. I personally think the most recent facelift has given it a much more modern and sporty look, perhaps especially from the back as pictured here. This is the four-litre V8 version with 550 hp, enough to get the quite heavy Continental up to illegal speeds in very little time. The happy owner has also chosen to spend some money on his very own license plate – you may remember the post on the Swiss system for auctioning number plates that you’ll otherwise find here. Anyway, the GTC is a beautiful car here in a discrete, elegant colour, and very much not in your face.

*If you read the Bentley caption and take the opposite of every word, you’re there!*

We move on to something that is the complete opposite – a very yellow Lamborghini Aventador SV, meaning Super Veloce, or super fast. That it is indeed, being powered by a 740 hp V12 that will bring you to 200 km/h in 10 seconds flat and also around the Nürburgring in (just under) seven minutes. As it does so, it will leave no one in any doubt of where it comes from and that there’s a bit V12 powering it. You can certainly debate how ideal it is as a city or shopping car but there’s definitely space enough for some of the small, expensive gift boxes you find in the many jeweller shops close to where it was parked. Whether it’s yellow or not really doesn’t matter – an Aventador will never pass unnoticed!

*The wooden hood cover is very nice, but perhaps not with this seat colour?*

If the Bentley is too common and the Lambo too flashy, then what about a Rolls-Royce Dawn? After all, when it was launched in 2015 the brand referred to it as “the sexiest Rolls-Royce every built”! That was however not enough for CEO Torsten Müller-Ötvös who also described sitting in it as “the most luxurious place to be on earth”. Be that as it may, the Dawn is no doubt a beautiful automobile creating just enough theatre with its rear-hinged doors, but its weight of 2800 kgs (!) means the 6.6 litre, 570 hp V12 needs to work hard. It’s thus probably better suited for downtown Zurich than the Aventador, even though the owner’s choice of parking space could turn out to be expensive. Then again, in this league, who cares…

*Looking at it, RR boss Müller-Ötvös may just be wrong about that luxurious place…*

The final pick is perhaps the best representative of a time long before engines had many hundred horsepower, and prestige was instead defined by opulent design and plush materials. This beautiful Mercedes-Benz 280 SE 3.5 V8 Cabriolet (long name for a legendary car!) that we’ll come back to on the blog as it’s worth a post of its own, was built in the late 60’s – early 70’s 1232 times. The 230 hp, 3.5 litre V8 had its work cut out with the quite heavy car, but this was of course never meant to be a Nürburgring racer so power was quite sufficient at the time, as it remains today.

Those are the candidates, which one would you pick? I’ll obviously tell you which one my choice would be, and it probably comes at no surprise that I would go for the beautiful Merc. I certainly wouldn’t mind the others either but as said, if you need to pick one, that’s my choice. Please put yours in the comments or, if you happen to be the very fortunate owner of any of these masterpieces, perhaps a photo of it!

Street finds – Lamborghini 400 GT 2+2!

On July 3, 2022July 3, 2022 By ChristofferIn Classic cars, News, The Dream Garage, The Thrill of Owning1 Comment

About 10 minutes’ walk from my office, there’s a small garage specializing in enthusiast cars hiding on a back street. It’s obviously an ideal and favourite destination for a lunch walk, and I try to pass by there at least every two weeks or so as there is usually something special to admire. Boy was I happy to do so earlier this week and discover a car I’ve never seen before and had no idea what it was! Seeing it at first from the side, I noticed the nicely stretched body, which at the C-pillar and backwards reminded at least this old Swede of the Volvo P1800. Next it was the very special windshield that caught my eye, literally bulging out over the bonnet. The badge gave away that I was looking at a Lamborghini but even then, I had no clue how exclusive this piece of automotive history really was!

I was actually especially happy running into this street find since I may not have been kind to the Lamborghini Gallardo in last week’s post on the Ferrari F430. I’m not going to lie, I’m really no fan of the Gallardo and in choosing between it and an F430, I would go for the latter every day of the week and twice on Sunday. Obviously however Lamborghini have a wonderful history and have built some amazing cars through the years, so it’s nice being able to pay tribute to that this week. After some googling and research, it was clear that what I had been looking at was a Lamborghini 400 GT 2+2 (a name that somewhat confusingly was applied to other Lambo models as well).

*Somewhat peculiar headlamps, typical 60’s bodywork*

What is then a Lamborghini 400 GT? To find out we need to go back to the late 60’s, more precisely 1966-1968 when the team in Sant’ Agata built no more than 273 of these beautiful cars. The 400 GT was the successor to Lamborghini’s first ever car, the 350 GT, of which only 120 cars were built between 1965-1967. The 350 was a two-seater, but thanks to a slight adjustment of the roof line such as to create more space, the 400 was a 2+2. Otherwise the cars are really very similar, not only visually but also mechanically. The stretched, typical 60’s body was designed by the Italian coach builder Carozzeria Touring, and they obviously put a lot of emphasis on the driver and passenger not hitting their heads against the windshield in the case of an accident! The headlights are a bit peculiar, but that’s where the complaints end.

*The 400 GT 2+2 has a modified roofline compared to the 350 GT*

Both the 350 and the 400 GT were modern for the time with notably independent suspension and disc brakes on all wheels. The 5-speed gearbox was linked to the most interesting part of the car, namely the V12 engine. As long-term readers of the blog will remember, this is indeed the V12 originally developed by Giotto Bizzarrini for Ferruccio Lamborghini and also featured in other Lambos such as the Miura (where it was transversally mounted) and that I’ve written about several times (see for example my post on Bizzarrini, the one on the Miura, or of course the one on the Countach). As the name suggests, originally the engine was at 3.5 litres in the 350, putting out 280 hp. In the 400 it was increased to 4 litres with power increasing to 320 hp and the torque by 20% to 365 Nm. The car weighed no more than 1300 kgs meaning the power was enough for a top speed of 270 km/h and a 0-100 km/h time around 6-6.5 seconds. Not bad for a 55-year old lady!

The 400 GT in question was not in mint condition and as I learnt from a chat with the garage owner, also not for sale. It belongs to one of the garagist’s clients, reason for which he wasn’t willing to share many details, but the garage is basically performing a mild restoration on it. I learnt all this a couple of days later at which time the car had moved into the back of his workshop, squeezed in between an XC120 Jaguar and a Ferrari 456, with a 550 standing a bit further away. I guess that’s what you call a nice work environment!

*Paul McCartney apparently owned a 400 GT – this one!*

After the 350 and 400 GT, Lamborghini would move on to the Isolero in terms of GT cars and to more well-known things in terms of supercars, such as the Miura and the Countach. The V12 would be further developed over the years, but this is really where it started and in that sense, the beginning of a true legend. The cars themselves, even though produced in very low numbers, are arguably less legendary, which doesn’t mean they’re cheap. As we all know by now, limiting supply, be it of cars or of Russian oil is a good way to drive the price up, so if you’ve fallen in love with the Lambo 400, prepare yourself for a long search to find a good one and when you do, to part with at least EUR 400′. That buys you a wonderful automobile, a legendary engine, and guaranteed uniqueness!

Baby Enzo comes of age!

On June 26, 2022June 25, 2022 By ChristofferIn News, The Dream Garage, The Thrill of Owning2 Comments

There’s a lot of talk among car bloggers and vloggers (me included) about the concept of “real”, in the sense of for example “which is the last real this-and-that?”. These days it often has to do with partial or full electrification, where the last “real” car is understood as the last version before that happened. You only need to wind the clock back a few years however for the debate to have been between naturally aspirated and supercharged, and before that, analogue and digital. I could go on but I think it’s already clear that this is a discussion that’s been going on maybe not since the car was invented, but definitely for a long time (assisted steering? who needs that? Naa, the predecessor was definitely the last “real” car they offered!).

I believe to know that most of those reading this blog will have lived through at least the three stages described above, meaning mechanical/analogue vs digital, naturally aspirated vs supercharged, and petrol vs hybrid/EV. I also think that many of you have a preference for the first world in those three categories. Which is why this week, I thought we’d talk about the last “real” Ferrari corresponding to the above brief in the sense of it being (mostly) analogue, very much naturally aspirated, and definitely only running on gasoline! It also happens to be one of my all-time favourites from Maranello one of the most beautiful cars they ever built. As if that wasn’t enough, today it’s even a bit forgotten, and hence bit of a bargain: ladies and gentlemen, I give you the Ferrari F430!

*A beautiful, compact and timeless design by Pininfarina*

It was in 2004 that the F430 was presented to the world as the F360’s successor and sales started the year after. This was important for Ferrari since the competitors in Sant’ Agata had launched the Lambo Gallardo, a much more powerful car than the F360, in 2003. The nervousness only lasted until 2005 though, as the F430 was a true competitor to the Gallardo. Outside the changes compared to the F360 could be considered as a major facelift, but they were changes that took the already beautiful F360 to the next level. And obviously, not only the looks did so, but very much the powertrain as well!

Most noticeable are of course the Enzo rear lights, knowing the Enzo had been introduced two years before and is obviously the main reason the car was often referred to as “baby Enzo”. There’s other details as well though, notably the side mirrors that are held by thin arms such as not to interrupt the air flow to the air intakes on the rear aisles. On the driver side the mirror cap also has the very cool “F430” inscription. Inside the car, the step-up in quality from the F360 is very clear to see. The F430 is still analogue to the extent that it doesn’t have any screens, but a bit depending on the optional extended leather package, the interior feels very high quality. Some people insist on the optional bucket seats but the standard seats not only look better, they also offer enough hold and more comfort and thus fit most people absolutely fine.

*The F430 is a Ferrari that doesn’t need to be red!*

If the looks can be considered a facelift rather than a full re-design, there were definitely other quite revulationary news on the mechanical side. The wonderful 4.3 litre V8 was a completely new engine replacing the 3.6 litre one in the F360 that could be traced all the way back to the Dino. Weighing only 4 kgs more than its predecessor but putting out 490 hp that had only around 1300-1400 kgs to carry, not only was its power much higher than the F360 but the torque was also significantly higher at 465 Nm. For about 90% of the 15.000 F430’s built, the engine was associated to an F1 semi-automatic gearbox, with only 10% of cars being manual.

The F430 was the first Ferrari to be equipped with the by now classic “manettino”, located on the steering wheel and allowing you to select the different driving programs. Linked to that, it was also the first Ferrari to have the electronic or e-differential, a limited slip active differential that could vary the torque distribution by taking into account lateral acceleration, steering angle and so on. Brakes came from Brembo and carbon-ceramic breaks were available as an option. All this gave as end result a car that had much better downforce than the F360, better handling, and much more power: a time to 100 km/h under 4 seconds and a top speed of 315 km/h is really all you need still today! When you press the throttle, the exhaust sound is quite simply sublime and of a kind only natural aspiration can produce. Sorry Pavarotti, this is Italian opera at its best!

*Coupé or Spider, the interior remains the same but the coupé gives you additional storage behind the seats*

Initially the F430 was available as a coupé and in 2005 a convertible/Spider was added to the line-up, obviously allowing you to enjoy the action and the sound to the max, but doing so also sacrificing at least a bit of the beautiful lines. In 2007 the F430 Scuderia came out as the racing version and successor to the F360 Challenge Stradale, taking up the competition with notably the 911 GT2 and the Lambo Gallardo Superleggera. The Scuderia weighs 100 kg less and has a few more hp, but only comes with a semi-automatic gearbox – no manual Scuderias were built. The F430 was replaced by the 458 in 2009, the car that took Ferrari into the modern age.

The F430 is thus not only one of Ferrari’s most beautiful creations and a great sports- or even supercar, it’s also the last, naturally aspirated Ferrari. That makes it special but strangely, that doesn’t seem to be fully appreciated by the market yet. For a “regular” F430, meaning a coupé with the F1 semi-automatic gearbox, prices start around EUR 80-90′. The Spider will be slightly more and cars with manual gearboxes will add 40-50%, a premium hardly worth paying. That’s only slightly more than on one hand the predecessor F360, clearly an inferior car, or the Lamborghini Gallardo which, let’s be honest, looks like it was designed by someone who could only draw boxes and has a VW engine. Given that, the standard F430 is clearly the bargain of the lot!

The Scuderia is more than twice as expensive but it’s also quite an extreme car that is really only interesting if you do track days. It does get even better as although boasting supercar performance, the F430 is generally considered quite reasonable to run. We’re obviously not talking a Toyota Prius here, but certainly not Enzo-level either. So in summary, EUR 100′ will easily get you the last real Ferrari without ruining you on the way. In today’s inflationary world, that’s a true bargain for a car that I’m sure we can all agree on is the last real Ferrari!

The hooligan and the gentleman!

On June 19, 2022June 19, 2022 By ChristofferIn News, The Dream Garage1 Comment

It’s time for an update on my personal garage and the 16 cylinders and some 960 hp in total I have standing there, split between the all-weather family, full-size Range Rover 5.0 SC and the summer and good-weather BMW 650 Xi Convertible. Due to too much work they unfortunately spend a bit too much time in the garage this year, but then again given current prices at the pump, that’s probably all the better… The Beamer has been with me a couple of years by now, the Range for about half a year, and the combination of them has led to something that’s never happened to me before: a lack of urge to buy another car. You’ll tell me I haven’t had them for very long, but that’s not knowing me… Of course I still look and imagine this and that, but I only do so for various, wonderful classic cars. The urge for anything new(er) is no longer there. I guess I’m quite content, probably partly due to age, but partly obviously also to how excellent both cars have been.

*I’m very pleased with the 650i which for me at 20% of the price as new is really exceptional value!*

As a small reminder, none of the two are new, being production years 2014 (BMW) and 2015 (RR). Both were bought through dealers (as guarantees are very useful…) but had in both cases only had one previous owner who must have had a love affair with their automobiles as both were in mint condition – and of course still are! The BMW has been a summer car all its life and shared a garage with 4-5 other cars at its previous owner’s, making you wonder why he bought the 4-wheel drive version (I would have preferred the rear-wheel drive, but it’s very hard to find one). The Range lived the first part of its life in Ticino in southern Switzerland and was according to the GPS history used in a mix of business trips to Italian cities and skiing trips to the Swiss Alps, two areas where the car excels. That’s by the way a good place to look – most owners don’t bother or forget to empty the GPS when they trade in their car, and it can give you a good indication of what kind of trips it has been used for.

*Of a completely different character, the RR is very much master of its game!*

The logic behind the 650Xi was to have a convertible that offered enough space both for holidays for two, cabin space for four on the occasions the children are with us, and put a smile on your face when you floor it. It delivers on all three. Room in the back seat isn’t huge (given the total size of the car it’s actually pretty pathetic), but on somewhat longer trips it’s less the room and more the fact that you sit where you sit and cannot easily change position that makes it a bit less comfortable. The boot is all you need both with the roof down but obviously even more so when the top is up, when it’s also by far the most quiet convertible I’ve ever been in. It’s especially impressive how little wind noise there is even at higher speeds. Those higher speeds are a bit too easy to reach with the double-turbo, 450 hp V8, which is a real hooligan that keeps pushing you to do things you shouldn’t. There’s an ever so slight delay before the first turbo kicks in but it’s less than on my old E63, and gear changes are also far more immediate and extremely discrete. The exhaust popping is just magnificent and makes you wonder why anyone would bother with an aftermarket exhaust, which many owners do.

*You can improve the legroom in the back and still drive the car when you need to…*

If there’s one car I’ve always looked at with desiring eyes through the years, it’s the full-size Range. The Sport is nice and the Velar is trendy, but it’s the big boy that in my eyes has the class and is the real thing. Now I have one in my garage, and it’s so far been absolutely great! The quality of the build and the materials continues to impress, and the Range is the first car that has really made me realize the difference between standard and high-quality leather. The seats are oh so soft to the touch as well as to your butt and you can of course enjoy them in any position you want, with more adjustments than anyone needs. Some people wonder why there are extra armrests on the front seats between the seats and the center armrest, but once you’ve driven it a while you no longer ask why – it’s there since it’s where your arm sits the most comfortably, not 10 cm further away. The whole car is full of such small attentions to detail that I love. Altough being a V8 of similar size and power, the engine couldn’t be more different to the BMW. It’s quick to respond but then a wonder of discretion unless you really misbehave, in which case you’ll hear a discrete roar at most. That also goes for other sounds, of which there are basically none, and the few remaining are easily handled by the 29-loudspeaker Meridian sound system.

*No one in the Solihull factory confuses armrests with the center console!*

Are the cars perfect? Of course not, but funnily (and I guess this is indeed age-related) what I have remarks on or think could be improved has very little to do with the latest technology. First and foremost, I’d like a bit more configurable driving settings, especially on the BMW, which of course became the case in the years thereafter. Here, it’s still Comfort, Sport or Sport Plus, without individual adjustments. Ventilated seats would also have been useful in a convertible, even if the interior is beige. For the Range, a more direct steering is probably top of the list and I get it in Sport, but then the gear change tries to be sporty as well, which I don’t like. Otherwise it’s really small things here and there.

The BMW generally has better tech than the Range but the latter has more stuff, much of which I don’t use anyway. The auto-parking is great, but so are the gigantic rear view mirrors that tilt down when the car is in reverse and supported by plenty of cameras, it’s really not difficult to park yourself. And so it goes. I certainly don’t need augmented reality on a screen in front of me as long as I can look out the window. I don’t need to talk to my car, and certainly not to wave my arms in strange gesture rather than pressing a button. And the few times I need better navigation than the cars offer, I have a great holder in both for my iPhone. Call me grumpy if you want, but I’d bet you there’s quite a large group of owners out there who don’t know how to use much of what their new car is fitted with…

Before buying the Range I read and heard lots of people, usually not owners, talking about the bad quality and the astronomical fuel consumption. Time will tell for the quality, but how the now seven-year old car feels, and the dealer’s willingness without blinking to extend a two-year full warranty are very reassuring. As for the fuel consumption, I’m still averaging at around 12.5 litres per 100 km – about 1 1/2 litre more than the boring, four-cylinder with 200hp less in my old XC90. That’s well done Land Rover and not so well done Volvo! Of course it wouldn’t be a problem to get that number up to 20 litres, but that’s not the way to drive the car, nor is it what the car encourages you to do. Consumption also increases at (above legal) motorway speeds which is quite normal – unfortunately not even the Range can escape the laws of physics. As for the 650, I actually don’t know and I’ve made a point of not finding out – I don’t want consumption numbers to ruin the fun!

For now, all is thus as it should be down in the family garage and when it’s time for a drive, it’s a wonderful feeling to choose between the cars, knowing that whichever one I take, it will be a special ride. That was really my goal and I hope you have the same feeling, whatever your dream pair is. With the risk of being reminded of writing this at some point in the future, I suspect the BMW and the Range could be the last cars of this type in my garage. What I mean is that is that there’s a clear risk as things stand that in a year’s time we fondly remember the days when oil was “only” $100 a barrel, or that our great political leaders force us down the avenue of electrification, in spite of a lack of rationality, as illustrated last week. Before that happens though, I wouldn’t be surprised if we’ve reached “peak screen”, and that over the coming years, we return to more physical switches and buttons. Time will tell, but along with most, I obviously hope for that rather than peak oil!

The best dream car in the world!

On June 5, 2022June 5, 2022 By ChristofferIn Classic cars, News, The Dream Garage, The Thrill of OwningLeave a comment

I don’t know about you, but I’ve often wondered what goes on in the boardrooms of car manufacturers when the decision on what to call a new model is taken. Without getting into the many, less successful names or number combinations we’ve seen over the years, I rather wonder if it’s decided beforehand that numbers will be used, or if it starts by trying to find a name and when you don’t, you then resort to a number combination? In the case of Ferrari back in the 60’s, there’s no question though that numbers ruled, each with a meaning but often so close to each other that separating the cars became rather difficult. Such was the case of the Ferrari 365 GTB4, and that’s probably the reason why the world decided to call it something way more appealing: Daytona!

*Shark-like nose with the original 5-spoke wheels*

It’s special for me writing about the Daytona, since in the unlikely case I will ever be able to start my dream car collection, the Daytona will be first in line. I’ve always loved the car for its looks, its construction and of course, its fabulous engine. As someone who grew up in the 80’s and who didn’t miss a single episode of “Miami Vice” and found Don Johnson very cool, of course it didn’t hurt that a Daytona Spider (or as we learned, at least a replica on a Corvette C3 chassis) was featured. But I would have loved the Daytona even without Miami Vice, and we’ll see if I succeed in conveying some of that love to you in this week’s post!

Starting with getting the story of the name out of the way, Daytona comes from the fact that Ferrari finished first, second and third in the prototype class of the 24 hours of Daytona in 1967, the year before the car was launched. The official name was however always 365 GTB4 (alternatively GTS for the Spider), and it was the successor of the 275 GTB4 and the predecessor of the 365 GT/4 Berlinetta Boxer. 365 refers to the volume of each cylinder and 4 comes from the two twin cams on top of the two cylinder banks of the V12 engine to which we’ll come back later. The Daytona is also interesting since it was the last V12 Ferrari presented before Fiat took a 40% ownership of Ferrari, and also the last, new 12-cylinder Ferrari sold (officially) in the US until the Testarossa (another great name!) 15 years later, due to the increasing regulatory and legislative costs that weighted heavily especially on low-volume manufacturers. The car was presented to the world at the Paris auto salon in 1968.

*The GTB has more harmonious lin*es than the GTS

The Daytona was designed by Leonardo Fioravanti at Pininfarina, who would later also design the 280 GTO and F40, and the car was put together by Scaglietti, the famous Italian coach builder and a long term Ferrari partner. The design is a clear break with earlier Ferraris, looking much more modern with the shark-like, sweeping nose, the set-back cabin and the rather abrupt tail. Until 1971, around 400 Daytonas were built with their headlights behind plexiglass, but it was again the US authorities that put an end to this by forbidding headlights behind double glasses. Later Daytonas were instead equipped with pop-up headlights. The GTS was introduced in 1969 and became very popular especially in the US. It’s identical from the waistline and down to the Berlinetta and only 10% of Daytonas built were Spiders, but the popularity led to many GTB’s having their roof cut and thus being transformed to “inofficial” GTS’s. That’s a crime comparable to many bad things I can think of… Needless to say, should you be lucky enough to be in the market for a GTS, you’ll want to make sure you know its history and hence that it’s a genuine one!

*A beautiful – here restored – interior!*

On the inside, it’s all you can expect from a plush, Italian GT from the era. Early Daytonas had a Momo wood steering wheel which was however replaced by a leather version on later versions (a bit unclear from when), said to give more grip especially at low speeds, since the Daytona’s perhaps biggest drawback often cited is its heavy steering. The shifter is in perfect reach on the high center console and is linked to the rear-mounted 5-speed manual box, a transaxle construction that gave the car a very good balance. It’s a lovely, plush space that at least some experts claim is of higher quality than for example Lambo interiors from the same period. Obviously the Daytona is a two-seater, however offering some space for your Ferrari leather bags right behind the seats as well.

The heart of the car is of course the fabulous longitudinal, 60-degree angled, 4.4 litre V12, developing a claimed 352 hp and 431 Nm of torque, enough to give the Daytona a top speed of 280 km/h as it weighed in at around 1600 kg dry. The engine wasn’t new but rather derived from its predecessor, the 275, but its capacity was increased and it was fitted with six Weber carburettors. The sound that comes out of that construction is, as you would suspect, nothing but glorious, and increasingly so as the revs climb. The 365 is perhaps slightly less economical than a Prius, so it’s very helpful that Ferrari fitted a truly huge, 128-litre tank. That should be enough for at least a couple of hours, at which point you should anyway stretch your legs, so you may just as well fill up at the same time.

*One of the best V12’s in all its beauty!*

The Daytona was built until 1973 when as mentioned, it was replaced by the 365 GT/4. The production time was actually quite long for the type of car at the time, and in total 1284 cars were built. Of these about 400 as mentioned have the original, plexiglass nose. Also as mentioned, about 120 were (original!) Spiders. Today original cars are all immensely valuable but should you be lucky enough to have the choice, I would go with a plexiglass GTB, as this is the original design as intended by Fioravanti. I’d also be very happy to use the muscles a bit, gripping that wonderful, wooden Momo steering wheel. Colour-wise most cars are red but there’s also quite a few in black, blue and in other colours, including 13 cars in a brown metallic officially called “marone metallisato”, which paired with the beige leather interior look absolutely sensational. Chances of finding one of these are… slim, and finding a Daytona in any shape or form today is hard and expensive, with prices having risen quite dramatically to somewhere around USD/EUR 700′-900′ for good cars.

*A later car with pop-up headlights – almost, but not quite as beautiful!*

I’m not a believer in miracles and unless one happens, I’ll never park a Daytona in my garage. Then again as we all know, when you realize something you’ve long dreamt about, reality can be a bit… disappointing. So perhaps the Daytona is actually best left as an object of desire. Because as I dream of it, the sun shines all the way down to the French Riviera along the Route Napoléon. The roads are empty, no one has come up with speed limits or invented speed cameras. In the dream I also look surprisingly good and much younger, perhaps with a slight resemblance to Don Johnson (it goes without saying that my wife next to me just looks as good as always!). We stop at a small bistro and enjoy a lunch with a bit of rosé, that in no way affects my driving skills. Of course the Daytona runs like a dream, with the carburettor-powered V12 sound filling our ears as the kilometres run by. I guess I’ll keep on dreaming, and to me, the Daytona is without a doubt the best dream car in the world!

The land of rising rev’s!

On May 22, 2022May 22, 2022 By ChristofferIn News, The Dream Garage, The Thrill of OwningLeave a comment

Japanese cars aren’t featured all too often on this blog, mainly because if you’re not a true fan of a wing-clad hot hatches of different kinds (as I’m not), there really hasn’t been that much to write about from Japan in the last years – or actually, make that decades. Sure, there are exceptions to the rule of Japanese cars being very high quality, but also very clinical and rather impersonal. The most obvious ones are certainly the beautiful and today very sought after first version of the Honda NSX, and of course the Mazda Miata, the world’s most sold sports car ever and which has been a true source of enjoyment in the classical roadster sense for now more than 30 years. And then, there is the far less sold and thus also less well-known direct competitor to the Miata that we’ll look at today – the Honda S2000. Because if naturally aspirated four-cylinder engines that can be revved until eternity is your thing, then there’s really no better car out there!

*It may not look like it will rev to 9000 rpm but trust me, it will!*

The S2000 was introduced in 1999 at the Geneva Autosalon and it was a rather successful start since the car was straight away elected Convertible of the Year, but this was still ten years after the Miata had been launched, so clearly Honda were late to the party. The S2000 would subsequently be built during ten years in the NSX factory in Japan to a total of around 110.000 cars which really represent Japanese car making at its finest. Honda’s ambition was clearly to tap into the successful roadster market especially in the US but also in Europe, in presenting a car that corresponded to the traditional roadster brief, combining low weight (in the case of the S2000, around 1300 kgs) with rear-wheel drive, and exploited so successfully by the Mazda Miata. To the difference of the latter though, it did so with an engine that had much more power and may well be the finest four-cylinder engine ever built.

Before we get to the engine, if we look at the car itself, there’s, really not that much to say. It looks good, in my eyes less “cute” than a Miata and more purposeful. Optical changes during the 10 years of production were if not far between then at least few, so all S2000’s look rather the same, making the year of production less important (one mechanical exception being the throttle by wire system, that was featured on US cars and on European cars from 2006, with many enthusiasts preferring the wire system on earlier cars. Moving to the interior, as so often, there’s no points awarded for design or creativity, but on the other hand it’s a no-frills, purposeful interior that works as you would expect it to. It is very digital though, in a very early 00’s way. All in all it’s a package that has stood the test of time really well, or put differently, that you could easily update to something that wouldn’t look old at all.

*More purposeful, but still with similarities to the Miata.*

So what about that engine? As mentioned, all European cars were equipped with a 2-litre, naturally aspirated four-cylinder putting out 241 hp at 8300 rpm, and where the limiter only kicked in at 9000 rpm (a larger 2.2 litre engine was fitted to US cars from 2004 but didn’t give more power). Those are pretty extreme values for any car engine, especially when you consider that it was also efficient enough to be categorized as Ultra Low Emission in California at the time, and also to produce exactly the same power when run on everything from 92 to 98 octanes. The engine gave the S2000 a top speed of 240 km/h and a time of 6.2 seconds to 100 km/h, but what it didn’t give it was much torque. As you would guess, the high revs come at the expense of torque and with only 208 Nm at (also quite high) 7500 rpm, it really is simple: you need to rev the car close to the limit to get to the full power, but what a pleasure it is to do so! If you don’t want to take my word for it, the 2-litre engine actually won the international Engine of the Year award in its category five years in a row, between 2000 and 2004!

Except for a somewhat high seating position, the S2000 is really enjoyable to drive. It was criticized in the first years for its unpredictable rear end, and an ESP therefore became available in 2006. The balance is superb, helped by the engine being front-center mounted, sitting behind the front axle. Even though it’s a roadster, the car is very rigid with typically few cracks of any kind. It also usually has few problems of any kind as long as it’s been properly looked after. Therein lies a bit of the issue as the S2000 is popular in the tuning scene, with everything from sports exhausts sounding great to paint jobs and spoilers looking less great being very frequent. They don’t all look like the S2000 featured in “Fast & Furious” but as always, it’s the original cars that preserve their value best.

*Given there aren’t many features, there’s not much that can go out of style!*

Speaking of value, S2000’s aren’t cheap, holding their value really well given they have a loyal following and are clearly well appreciated by a perhaps increasing group of owners. Given the fundamental solidity of the car, chasing low-mileage cars isn’t really necessary, but these tend to be around EUR 35-40′ with higher-mileage ones starting at around EUR 10′ less, i.e. around EUR 25′. The very limited CR (Club Racer) racing version of which only 699 were ever built, and which is basically a harder version of the original, but without any speed advantage, cost way more than EUR 100′ these days – if you can find one.

If you’re a fan of the classical roadster concept but not of mechanical failures and quality issues, if you love naturally-aspirated engines with a heavy right foot that likes revs, and if you think the driving experience is everything and you’re not bothered by black interior plastic, then you really can’t go wrong with an S2000, and you can also expect values to stay stable with upwards potential. This is also since Honda has never gotten round to produce a successor to the car. It is now rumoured again that one may come for 2023, but it’s too early to tell whether it’s more than just rumours. Until then, why not enjoy the original and to paraphrase a classic, keep on revving in the free world!

The Thrill of Driving

Category: The Dream Garage