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A further array of concepts debuted at Geneva - the ItalDesign Giugiaro Parcour (a Lamborghini Gallardo given a rally-inspired bodykit and lifted suspension) and Spyker B6 Venator in particular - but if I'm terribly honest, I find it hard to get excited about the debuts from the topmost shelf of the automotive world. They're all things that no normal person will ever see, herbal Allopurinol, let alone touch or drive, Allopurinol used for, and so the power, aerodynamics, technology and beauty all seem more than slightly pointless, canada, mexico, india. I, in all honesty, have barely looked over the bulk of images that came from Geneva this year, while I've watched the video of the new Ford Fiesta ST being bombed around the Ford test facility in Belgium at least three or four times, Allopurinol For Sale. That's a car that not only regular humans will buy, Allopurinol pics, but has a good chance of convincing a fair few people that cars are for more than moving yourself and your groceries around town.
And so, while their numbers are not quite so thrilling, Allopurinol trusted pharmacy reviews, I found the VW Mk7 GTI and Golf Variant (to be rebadged the Jetta Sportwagen in the US), Real brand Allopurinol online, and Porsche 991 911 GT3 to be much more interesting. The two variations on the Mk7 Golf - which we've still seen neither hide nor hair of in the US so far - aren't all that drastically different than the previous generation we've got here. The new Golf wagon is apparently considerably larger than the current version on the inside, discount Allopurinol, and we'll see it in US guise later this year when the Mk7 debuts proper, Allopurinol images, and without the most interesting diesel engines, no doubt. Allopurinol For Sale, The big change for the GTI is in the engine bay. The ol' 2.0L turbo straight-four is being upped to 217 HP standard, where can i buy Allopurinol online, and a new "Performance" engine level is being added that ups the power to 227. Allopurinol dose, It's not much, but those ten ponies are enough to shave a tenth of a second off the 0-100 KPH time (6.5 versus 6.4 seconds), and add another 3 MPH to the top speed (152 to 155 MPH), is Allopurinol safe.
And, Allopurinol photos, of course, a new 911 GT3 is an item of interest no matter where it debuts. The purest form of 911 that won't try to shove your spine up into your skull, buy Allopurinol without prescription, the brand-new 911 GT3 is where Porsche's racetrack-inspired efforts usually show up first, Allopurinol natural, and this version is no exception. The new toy for the 991 911 GT3: four-wheel steering, which I'm sure will only marginally increase the maintenance costs for that rear axle assembly, Allopurinol For Sale. Powered by a 3.8L version of the 911 straight-six, the GT3 will have 475 HP and 324 ft-lbs of torque on tap, and do the 0-60 shuffle in 3.3 seconds and top out at 195 MPH. Tri-pedal extremists need not apply, however, as the new GT3 will only come with the 7-speed dual clutch Porsche Doppelkupplung transmission. Still, for those of you with $131,350, plus transport costs, plus extras, plus inevitable dealer markup burning a hole in your pocket at the end of 2013, it's hard to find a better pure driver's car than a 911 GT3.
Finally, a bit of non-Geneva news. Allopurinol For Sale, There's been a slight kerfluffle in recent days about the next generation of Ford Mustang getting - horror of horrors - a four-cylinder turbo mill as an option. Initially, this was thought to be a Europe-only option, as our big American V8s would go all shock-and-awe on delicate Euro constitutions, not to mention rack up a gas bill higher than the PIGS nations' foreign debt. However, Road & Track claims to have confirmed that not only will the next Mustang come with a force-fed four, but it will be offered in the US as well. R&T claims that the 2.3L EcoBoost four will actually sit in the middle of the power range, above the 305 HP 3.7L V6. This meshes with reports of that same 2.3L turbo mill being planted in the upcoming Ford Focus RS in possession of 350 HP, placing it above the base V6 but below the 412 HP 5.0L V8. While old Mustang traditionalists might howl, a turbo four Mustang makes much more sense when you consider that thanks to the success of the Mustang in drift competitions around the world and the wealth of inexpensive performance parts for the Mustang platform, it's become one of the new darlings of the import tuning crowd as well, who certainly know their way around a forced-induction straight-four. We'll just have to see if this new marriage of four-cylinder power with old-school 'Merican pony car design is worthwhile when the next generation Mustang drops.
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Maranello, 29th February 2012 – Today’s on-line unveiling of the F12berlinetta ushers in a new generation of Ferrari 12-cylinders in the form of a car that delivers unprecedented performance from an exceptional new engine, buy Cephalexin online cod, Herbal Cephalexin, combined with innovative design that redefines classic themes along with extreme aerodynamics.
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Fuel consumption has been reduced by 30%, with CO2 emissions of just 350 g/km – figures which put the F12berlinetta at the top of the high-performance league. These results have been obtained by extensive research and development which focused on efficiencies of the whole vehicle: engine, aerodynamics, tyres and weights.
Similarly excellent results have been obtained with the car’s aerodynamic development, thanks to the integration of the design process with extensive computational fluid dynamics (CFD) simulations and lengthy testing in the wind tunnel. Downforce has been boosted by 76 per cent (123 kg at 200 km/h) while drag has been significantly reduced (the Cd is just 0.299). Buy Cephalexin Without Prescription, These results come courtesy of two new solutions. The first of these is the Aero Bridge which uses the bonnet to generate downforce by channelling air away from the upper part of the car to its flanks where it interacts with the wake from the wheel wells to decrease drag. The second is Active Brake Cooling, a system that opens guide vanes to the brake cooling ducts only at high operating temperatures, again reducing drag.
The F12berlinetta’s impressive technical specifications are completed by Ferrari’s latest generation carbon-ceramic brakes (CCM3) and the evolution of the magnetorheological suspension control system (SCM-E). As is now traditional with all Ferraris, its control systems (E-Diff, ESP Premium, F1-Trac, and high-performance ABS) are all fully integrated.
The result is that the new Prancing Horse 12-cylinder accelerates from 0-100 km/h in 3.1 seconds and from 0 to 200 km/h in 8.5 seconds, Buy Cephalexin Without Prescription. It also completes a lap of the Fiorano circuit in 1’23”, faster than any other Ferrari road car. Benchmark performance and maximum driving involvement are guaranteed by immediate turn-in, with smaller steering wheel angles, and increased cornering speed. Stopping distances have also been drastically reduced.
The design of the F12berlinetta is a result of the collaboration between the Ferrari Styling Centre and Pininfarina and is a perfect balance of uncompromising aerodynamics with harmonious proportions interpreting the typical elements of Ferrari’s front-engined V12 cars in an original and innovative way. Buy Cephalexin Without Prescription, A coupé with sleek, aggressive lines whose compact exterior dimensions conceal exceptional in-car space and comfort. The all-new Frau leather interior highlights the balance of advanced technology and sophisticated, handcrafted detailing. In the middle of the light and lean dashboard, there are new carbon fibre and aluminium air vents clearly inspired by the aeronautic field.
The cabin has been optimised to ensure maximum usability of the interior space with additional luggage capacity behind the seats, which can also be easily reached thanks to the large aperture offered by the tail-gate. With the cockpit designed around the driver, typical of all Ferraris, the Human Machine Interface approach is emphasised, grouping all the major commands within immediate reach to guarantee maximum ergonomics for the most involving driving experience.
Maximum power output
740 CV at 8500 rpm
690 Nm at 6000 rpm
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46% front, 54% rear
over 340 km/h
Fuel consumption and emissions (ECE + EUDC combined cycle)
As first gigs go, it wasn't that bad. From his secret lair beneath a hollowed-out volcano, SSL's notorious Jack Baruth asked me to head to Las Vegas for a weekend. As a lifelong oval-track fan, I was on the plane before he had a chance to change his mind and send me to a minivan "first drive" instead. The trip didn't disappoint; I had a chance to watch Kevin Harvick hammer out his thirty-fifth career Nationwide Series win, I saw and met a variety of celebrities of the NASCAR and non-NASCAR variety (see above photo) and I also attended a presentation on the new Pennzoil Ultra "full synthetic" motor oil.
The definition of "full synthetic" in the US is complex enough to rate its own Wikipedia page (and here it is) but all the information we could find indicates that Ultra is, in some or possibly all blends, a "Group III" synthetic. This means that, strictly speaking, it's not a head-to-head Mobil 1 competitor. Ferrari has chosen the oil for factory fill, as Porsche did with Mobil 1 some time ago. However, oil formulations differ across national borders, so this doesn't necessarily mean that the Pennzoil Ultra sitting on your AutoZone's shelf is exactly the same stuff that is being poured into the 458 Italia.
The most interesting thing about Ultra, from my perspective, isn't the Ferrari endorsement or the admittedly handsome packaging. Rather, it's the explicit claim that the use of Ultra can prevent sludge formation and significantly clean existing sludge from engines. They've backed this testing with numbers, one oil-forum wonk to state that
"They improved the deposit control and improved the detergent system while retaining the very good Seq IVA performance. Throw in API SN and a Tbn of 13, and I think it's an impressive oil. At least on paper. Specifications met are a good indication of quality. This oil has quality written all over it."
As soon as we figure out what that means, we'll let you know.
If something like this is sitting in your engine, chances are you have problems.
There was a time when "oil sludge" was considered to be equivalent to "muffler bearings": something unethical mechanics told credulous customers about in order to empty their pockets of any loose change. No longer. Toyota has big sludge problems and has been forced to admit it. Volkswagen and Audi have also experienced similar issues. In an era where people expect their engines to last well beyond 100,000 miles with no special maintenance, oil sludge issues are haunting manufacturers and drivers. Pennzoil believes their Ultra can remove existing sludge, and they are handing out the results of rather specialized tests to anyone who asks.
The implications of this marketing strategy --- that an oil manufacturer is targeting a product at drivers who inadvertently purchased a sludge-prone engine, or think they might be at risk --- bear thinking about. As modern cars show more and more evidence of fundamental cost-cutting more and more drivers will be looking to the aftermarket to fix some of the engineering and manufacturing shortcuts taken in the name of profitability. For a long time, the self-performed oil change has been the province of the "car guy", but how many "car guys" own four-cylinder Camrys?
I'll go out on a limb and predict success for Ultra. It's probably the right target at the right time. Regrettably, here at SSL we don't own any Ferraris, and Jack's infamous Neon racers all use Quaker State zero-weight, special-purpose racing oil, but this Ultra might be just the ticket for a front-running Lemons racer. Does anybody out there want to put a little Ferrari in their Solara?
Full Disclosure as required by the lovely FTC: This trip was sponsored by Pennzoil, however all opinions are solely those of the author.
Story by ALMS CommunicationsPhotos by Zerin DubeFranck Montagny and Stephane Sarrazin gave Peugeot its first American Le Mans Series victory on Friday, winning a weather-shortened 12th annual Petit Le Mans powered by MAZDA6. Race officials, citing hazardous conditions due to torrential rains that fell at Road Atlanta just past the four-hour mark, called the race at eight hours, 44 minutes running.
Peugeot’s two diesel-powered factory prototype coupes finished 1-2 with the pole-sitting 908 HDi of Pedro Lamy and Nic Minassian in second. The first of Audi Sport Team Joest’s Audi R15 TDIs placed third, the car driven by Allan McNish and Dindo Capello. The Peugeot-Peugeot-Audi finish mirrored the end result at the 24 Hours of Le Mans in June, and it ended Audi's nine-year unbeaten streak at Road Atlanta.
“We only did three races this year,” Montagny said. “We missed Sebring by only 22 seconds, and it was a win for the Peugeot team at Le Mans and a win here. I think if we had a full time we really would have battled it out with the Audis.”
McNish and Capello dominated the race before the rains fell and led all but five of the first 168 laps. The two Peugeots got past McNish under yellow when the Scot looped the Audi under wet conditions barely past the two-hour mark. A few minutes later, the skies opened and officials parked the cars in pitlane.
“We started in the wet and it was difficult with a dry set-up,” Sarrazin said. “We were very far behind. But in the dry we could push very hard and make up time. I could catch the two Audis and it was not too hard to overtake them. But in the big rain it was just OK. We did our best in the time we had and the team did a great job.”
The highly anticipated battle between the Peugeots and the Audis lived up to expectations in qualifying and the early part of the race. Both Montagny and Sarrazin had to fight back from a lap down on more than one occasion after the Peugeots’ early race setup struggles.
It was sweet redemption for a team that lost out in last year’s race by a little more than four seconds to McNish and Capello in an Audi R10 TDI.
“We traveled thousands of miles to race here, so sure we’d love to have a full race but we also enjoyed it,” Montagny said. “Sure…at 300 kph, you hit the water and you just keep going…it’s not so much fun.”
“The mechanics here have won Le Mans, so they are very good and they know what they can do,” Sarrazin added. “We are improving all the time, in the race and in testing. I think we show that. And the drivers, we are always giving the maximum just like our crew does.”
Dyson Racing took its first Petit Le Mans victory with a victory in LMP2 for Marino Franchitti, Butch Leitzinger and Ben Devlin. Their Mazda-powered Lola B09/86 coupe had problems with gear selection early, but the Acura ARX-01b of Lowe’s Fernandez Racing’s Adrian Fernandez and Luis Diaz experienced steering issues throughout.
Nevertheless, the duo completed enough laps to clinch the team championship for Lowe’s Fernandez and the manufacturer championships for Acura.
“We had a gearbox issue just once and the guys were able to fix it with only one repair,” said Franchitti, who qualified on the class pole. “I think I saw every kind of condition possible here at Road Atlanta today. It was especially great to bring a win here with the Mazda especially for a race presented by the Mazda 6. And now the Dyson win for Petit is pretty great.”
Franchitti and Leitzinger were class winners at Lime Rock in July, the first victory for the Dyson-Lola/Mazda partnership. The team also won for the first time at Road Atlanta in American Le Mans Series competition.
“These guys made it easy for me and this had to be one of the toughest conditions I’ve ever raced in,” Devlin said. “Marino did a great job keeping the car up there and so did Butch. By the time I got the car I just had to keep it on the black. It was great how well the car has developed, especially how I left it last year and the continued commitment and effort from Mazda.”
Things didn’t look promising early as the Lola-Mazda dropped as far back as 27th overall before attrition started to take a toll on the class. There were the problems with the Lowe’s Fernandez car, and the Team Cytosport Porsche RS Spyder of Klaus Graf, Sascha Maassen and Greg Pickett led 30 laps before a spin and loss of power sent it tumbling down the order.
“This event, it is truly amazing - year on year increased in significance and attendance,” Leitzinger said. “I was here for the first event in 1998. The buzz just gets bigger and bigger. There are certain places that you go to, Sebring, the Indy 500, Le Mans, and this really has attained that in just a short amount of time and how everyone has embraced that. We’ve had some really horrible disappointments here, and it was really important for Dyson Racing to get this win here.”
Risi Competizione’s Jaime Melo, Pierre Kaffer and Mika Salo won in GT2 in their Ferrari F430 GT, the fifth straight endurance victory for the team. A brilliant call by Salo to take wet tires before the rest of the GT2 field proved to be the difference, and it took him six laps to move the Ferrari past the five cars in front of him to take the lead for good.
BMW Rahal Letterman Racing Team’s Dirk Müller, Jörg Müller and Tommy Milner placed second in their BMW M3. Dirk Werner and Wolf Henzler were third in their Porsche 911 GT3 RSR, clinching the manufacturer championship for Porsche.
“This is only my third race this year with the team,” Salo said. “It is such a good atmosphere; everyone works so hard. You can trust them and they don’t go off the track. It’s so much a pleasure to drive with the Risi team. We might not have been the fastest in the dry but in the wet we were very quick.”
The Ferrari began 10th on the GT2 grid after a tire puncture limited Melo to one flying lap in qualifying. The Ferrari never cracked the top three until the rain fell. The opening portion saw the top six cars in class on the lead lap, another testament to the level of competition in the class.
The victory enabled the Risi team to stay alive in the class championship. Melo and Kaffer are 19 points behind the Flying Lizard Motorsports’ duo of Patrick Long and Jörg Bergmeister with a maximum of 25 points remaining.
“It’s a kind of strange race, but we had a competitive car,” Melo said. “I was a bit conservative at the beginning, the track was wet. I didn’t take any risk. I was feeling comfortable, and in the dry condition we had a good car and could keep up with the guys right up to the last minute. Thanks to Pierre for keeping the car good for his two stints. Our whole crew and the strategy were phenomenal the whole time. Even the tires on wet and dry, we could manage the car really good.”
“Jamie was quick in the race. We made a change in the bar in my first stint but we changed it back,” Kaffer added. “I have to thank my team for working so hard and this victory. I always can learn something from Mika, even from today with not such a long stint, he made the important call today. In the end, we are the lucky winner.”
The Audi R15 TDI of McNish and Capello was the prototype winner in the MICHELIN GREEN X Challenge, a revolutionary award that goes to the cars that go the farthest the fastest and with the least environmental impact. The second Flying Lizard Porsche of Seth Neiman, Johannes van Overbeek and Darren Law was the GT winner. Porsche captured the manufacturer season championship in the environmentally based efficiency competition.
Petit Le Mans powered by MAZDA6
Road Atlanta, Braselton, Ga.
1. (2) Stephane Sarrazin, France; Franck Montagny, Brignoles France; Peugeot 908 HDI FAP (1, P1), 184.
2. (1) Pedro Lamy, Lisbon Portugal; Nicolas Minassian, England; Peugeot 908 HDI FAP (2, P1), 184.
3. (3) Allan McNish, Scotland; Rinaldo Capello, Italy; Audi R15 TDI (3, P1), 184.
4. (4) Marco Werner, Germany; Lucas Luhr, Germany; Audi R15 TDI (4, P1), 182.
5. (6) Nicolas Lapierre, France; Romain Dumas, France; Olivier Panis, France; Oreca 01 AIM (5, P1), 181.
6. (26) David Brabham, Australia; Dario Franchitti, Scotland; Scott Sharp, Jupiter, FL; Acura ARX-02a (6, P1), 180.
7. (28) Chris Dyson, Pleasant Valley, NY; Guy Smith, England; Lola B09 86 Mazda (7, P2*), 177.
8. (22) Jaime Melo, Brazil; Pierre Kaffer, Germany; Mika Salo, Finland; Ferrari F430 GT (1, GT2), 170.
9. (16) Tom Milner, Leesburg, VA; Dirk Mueller, Germany; Jorg Muller, Germany; BMW E92 M3 (2, GT2), 169.
10. (21) Wolf Henzler, Germany; Dirk Werner, Germany; Porsche 911 GT3 RSR (3, GT2), 169.
11. (15) Oliver Gavin, England; Olivier Beretta, Monaco; Marcel Fassler, Switzerland; Corvette C6.R (4, GT2), 169.
12. (18) Patrick Long, Oak Park, CA; Jorg Bergmeister, Germany; Marc Lieb, Germany; Porsche 911 GT3 RSR (5, GT2), 169.
13. (8) Marino Franchitti, Scotland; Butch Leitzinger, State College, PA; Lola B09 86 Mazda (1, P2), 168.
14. (19) Johnny O`Connell, Flowery Branch, GA; Jan Magnussen, Denmark; Antonio Garcia, Spain; Corvette C6.R (6, GT2), 168.
15. (25) Seth Neiman, Burlingame, CA; Darren Law, Phoenix, AZ; Johannes van Overbeek, San Francisco, CA; Porsche 911 GT3 RSR (7, GT2), 162.
16. (14) Tom Sutherland, Los Gatos, CA; Tomy Drissi, Hollywood, CA; Matt Bell, Los Altos, CA; Chevrolet Riley Corvette C6 (8, GT2), 157.
17. (7) Jon Field, Dublin, OH; Clint Field, Dublin, OH; Lola B06/10 AER (8, P1), 152.
18. (20) Ian James, England; Dominik Farnbacher, Germany; Panoz Esperante GTLM Ford (9, GT2), 152.
19. (12) Bryan Willman, Kirkland, WA; Tony Burgess, Canada; Chris McMurry, Phoenix, AZ; Lola B06/10 AER (9, P1), 144, Accident.
20. (13) David Murry, Cumming, GA; David Robertson, Ray, MI; Andrea Robertson, Ray, MI; Doran Ford GT MK 7 (10, GT2), 142.
21. (11) Luis Diaz, Mexico; Adrian Fernandez, Mexico; Acura ARX-01B (2, P2), 139.
22. (10) Klaus Graf, Germany; Sascha Maassen, Germany; Greg Pickett, Alamo, CA; Porsche RS Spyder (3, P2), 136.
23. (23) Bryan Sellers, Centerville, OH; Dominic Cicero, Portland, OR; Porsche 911 GT3 RSR (11, GT2), 136.
24. (5) Gil de Ferran, Brazil; Simon Pagenaud, France; Scott Dixon, New Zealand; Acura ARX-02a (10, P1), 136.
25. (17) Bill Auberlen, Hermosa Beach, CA; Joey Hand, Sacramento, CA; Andy Priaulx, Germany; BMW E92 M3 (12, GT2), 133.
26. (24) Joel Feinberg, Ft. Lauderdale, FL; Chris Hall, Daytona, FL; Dodge Viper Comp Coupe (13, GT2), 129.
27. (9) Jonny Cocker, UK; Robert Bell, UK; Paul Drayson, London, UK; Lola B09 60 Judd (11, P1), 123.
28. (27) Hideki Noda, Japan; Jose Manuel Balbiani, Argentina; Dion von Moltke, Coral Gables, FL; Radical SR9/AER (12, P1), 0.
29. (29) Adam Pecorari, Aston, PA; Gunnar Van der Steur, Chesapeake City, MD; Robbie Pecorari, Aston, PA; Radical SR9 AER (4, P2), 0.
30. (30) No drivers; Jaguar XKR (14, GT2), 0.
Microsoft and Turn 10 released the demo for Forza Motorsport 3 via Live today. It includes only one track and just a handful of cars, but it should be enough to tease what looks like a fantastic third installment to an already strong franchise.
S:S:L ProTip: There are some interesting new features of the physics engine. Try to keep it shiny-side up.
Just because there can never be too much video of an Enzo running around a race track, here's one more video from my weekend visit to MSR Houston. The Enzo was run quite a bit harder during this session than in the first video, as evidenced by the helmets bouncing around. Once again, turn it up and enjoy the ride!
A few months back, we ran a story about the famous Ferrari Enzo that was featured in the movie Redline, and later crashed by actor Eddie Griffin. Friend of S:S:L, Matt Groner, picked up the wrecked Ferrari and promptly proceeded to put the sacred Enzo back together. This weekend we headed down to MSR Houston to hang out with friend of S:S:L, Michael Mills, who asked us if we wanted to go for a spin. Uh, Fluck yes! Enjoy the video and turn up the volume!
Story by Jack Baruth - In-car video by Jack Baruth and Carl Modesette - Photography by Zerin Dube and Matt Chow
Admit it: you’ve told the Internet a fib or two in the past few years. It’s okay, really; there’s nobody around but you and me. The past decade has seen the ol’ triple-W take center stage in the automotive enthusiast community, and whether you’re a fan of a all-purpose auto site like the one run by our friends at Jalopnik, a perennial bargain-hunter logging hundreds of hours on the Edmunds car-purchase forums, or even one of those miserable mouth-breathers over at Rennlist trying like hell to turn a perfectly decent and lovely ’85 Porsche 944 into a dub-wheeled, nitrous-fed, maintenance-deferred scrapheap, chances are that you’re spending a nontrivial amount of time out there on the IntarWeb’s car spots. Chances are, too, that at some point you’ve maybe stretched the truth a bit when arguing a point with some clueless noob who desperately deserves a hammer to the forehead, right? Maybe you’ve temporarily forgotten that “your” Porsche 997 GT3 actually belongs to your wife’s uncle, or perhaps you’ve retold a rather boring HPDE 1 session somewhere as a daring battle at the very limits of adhesion, slip angle, and late braking. Don’t sweat it. We’ve all done it. Even your humble author once told a USENET group many years ago that he found the E46 M3 “really, really boring.” Well, I did find it boring, primarily because my test drive was limited to a thirty-five-mile-per-hour tour of the dealership’s parking lot. It’s just that I may have let that rather relevant fact slip my mind in my eagerness to prove a point to whatever sorry doofus I was totally e-dominating at the time. When I finally got around to driving the car harder, I actually rather liked it, but do you really think that I was going to go back and admit it? Oh, hell no. I had my imaginary electronic reputation to protect!
Those imaginary electronic reputations, or IERs for short, can lead people to tell some pretty crazy lies, with one of the most common being the “Sure, I Drive A ’93 Corolla, But I Could Totally Pay Cash For Any Car I Wanted” story. Totally believable, right? The next time you’re on the road and you see some hapless sucker clutching the shaking steering wheel of some tired old Stanza XE, why not at least briefly consider the possibility that he’s an Internet millionaire, just like all the guys over at FerrariChat, and that he just drives that crapwagon because he’s heavily invested in short-term complex financial derivatives? He’s just waiting for the right moment to stroke that check for a brand-new Gallardo Superleggera, and then he’ll be the one laughing at you! On the World Wide Web, we’re all rich, we all pay cash, and we can all drive anything we want.
Imagine, for a moment, that the above scenario was really true, and not just the fevered imagination of a bitter loser who still iives with his parents. Imagine that you really could buy anything you wanted, and that because of your awesome cash-holding and mega-investing powers, you weren’t totally convinced that you needed to spend all the money you had available to you. In other words, imagine that you’re completely unlike everybody in the real world. What would you buy? Would you do the obvious Internet zillionaire thing and buy a Ferrari? Maybe you’re a so-called purist and you’d prefer the simplicity of a Lotus Elise. It could be that you want to strut down the boulevard in the baddest Mustang to ever escape the factory – or you might be more interested in an affordable yet high-power commuter like the weapons-grade Dodge Caliber SRT-4. Who knows? You’re rich and crazy! It’s a ridiculous scenario – one completely unrelated to the real world – but here at S:S:L, we’re not big fans of the real world, so we’ve created a track test just for you, Mr. Imaginary Internet Baller. We’ve got a Ferrari F430 Spyder, a Lotus Elise, a Shelby GT500, and a Caliber SRT-4. We’re going to run ‘em head to head around MSR Houston’s road course, gather full data from our Traqmate timing system, and show you on-track video complete with a Best Motoring-style view of the driver’s pedal box. Last but not least, because this is Speed:Sport:Life and not some timid advertising-supported blog, we’re going to declare a clear winner. You may find it harder to believe that a nineteen-year-old’s claim to be street-racing his own brand-new Murcielago, but there really is one car that stands out from the pack here, and I can’t wait to tell you about it.
Aerial View of the MSR Houston Track
Before we get to the rankings, however, it’s worth taking a moment to tell you a bit about the test and how it was set up. On Saturday, May 4, 2008, we returned to MSR Houston, featured recently in our Supercar Saturday Viper vs. R8 test, with the intention of testing the Shelby GT500 and Caliber SRT-4 head-to-head. We had an open track, a full day to run our timing equipment, and a new two-camera system from Edge Cameras. Our liaison from MSR, track director Michael Mills, met us in the paddock with some interesting news. To begin with, we would be running the track in the “normal” counterclockwise direction, which would mean that our times and data would not be directly comparable with those from the clockwise-run Viper/R8 test. He must have sensed our disappointment, because he offered us a couple of benefits. To begin with, I would have the chance to run a Spec Miata around the course – and we’ll be sharing the results of that run with you in the near future. Even better, though, we would have a brand-new Ferrari F430 and a nearly-new Lotus Elise to add to the mix, courtesy of their owners, MSR Platinum member Mickey Mills and prospective member Paul Finnett. Best of all, everybody had agreed to let Michael run the cars under identical circumstances to gain truly comparable times. So in this case, the data you will see is not from our unloved cyborg tester, Mr. Roboto, but from Michael Mills himself, driving the cars back-to-back. Mr. Roboto’s taking a well-deserved rest, and by “rest”, we mean that we locked him back in his crate and dumped him into the Marianas Trench, down where they dumped Megatron in the Transformers movie. Fair enough? And if any of you are cynical enough to claim that I was Mr. Roboto, and that the data from our last test came from me driving – well, if you are, I bet you ‘re the same kind of cynical jerk who shows children the track underneath the boat on the “It’s a Small World” ride, and I’ll thank you to keep your opinions to yourself.
How’d we rank the cars? Well, I’d love to tell you that we came up with a big, official-looking chart, ranking the cars in Ride, Handling, Engine, and BlahBlah categories, with a “Gotta Have It” ranking thrown in for good measure, but we didn’t, because we actually respect the intelligence of our readers and there’s no way anybody believes those things anyway. Instead, we started out by doing just what the other guys really do, which is to say that we counted up all the advertising money to determine the winner. The good (for you, and bad for us) news is that we don’t have any advertising, so we didn’t have to worry about how many full-color back-cover ads we sold to each manufacturer. Instead, we were free to just drive the cars, enjoy them, and rank them according to our own personal desires. Hey, at least we’re honest, right? Note that we did not rank them according to lap time. Going fast is important, but it’s not the whole story, no matter what your pals on the Internet say. So without further ado, here are the results. All of these cars are winners in their own right, but one of them is more of a winner than the rest.
Fourth Place: Dodge Caliber SRT-4 – Lap Time 2:00.499
We could take the easy way out here and say that the Caliber took fourth place because it was running heads-up against a Ferrari, a Lotus, and a Shelby Mustang, but the truth is more uncomfortable, and more complicated, than that. Prior to the test, I bet Senior Editor Zerin Dube that the Caliber would be within two seconds of the Shelby Mustang around MSR, despite the two-hundred-horsepower gap and what the know-it-alls out there call “wrong wheel drive”. My confidence was based on my experiences as an owner of a Stage 3 Dodge SRT-4 Neon and my current situation as the owner and racer of a first-gen Neon ACR. Sure, the Neon certainly had its share of issues over its production life, and in any of the past ten years it probably would have won the competition for “Used Car Most Likely To Be Driven By A Daytime Stripper”, but it had heart, it had soul, and out there on the racetrack its virtues shone like polished platinum, whether we’re talking about the first-gen’s tenacious grip on corner entry or the SRT-4’s ability to absolutely humiliate everything from three-liter BMWs to the occasional indifferently-driven C5 Corvette. I’m a very, very big fan of the little Mopar that could…
…but the Caliber SRT-4 comes across to some degree as the Bigger Mopar That Can’t. More than any other “pocket rocket” in our experience, the Dodge is utterly crippled by wheelspin and front-end bias. It doesn’t stop well, particularly not after a few hard laps, it absolutely murders its outside front tire in every turn, and it completely defies most attempts to adjust midcorner attitude with throttle or brake. At MSR’s “Bus Stop”, where a fast transition is required for proper corner exit, the SRT-4 offers its driver what was once known as a “Hobson’s Choice”: do you want heavy, abusive understeer and a one-wheel-smoking exit, or do you want to stab the unhappy brakes down to the rather low speed with which the chassis is comfortable, only to find a complete lack of boost on the exit?
Ah yes, boost. In the opening laps of any session, when the motor is cool and the big, sexy-looking front-mounted intercooler behind the crosshair grille can find all the air it needs, the Caliber has some real legs. At the apex of the Carousel turn, it’s a full eleven and a half miles an hour slower than the Elise, but eleven hundred feet later, near the entrance to “Diamond’s Edge”, it’s traveling at exactly the same speed. If we could hold an identical braking point in both cars, the Dodge would actually enter Diamond’s Edge a full two miles per hour faster than the twice-as-expensive Lotus – but the mid-engined British car finds itself braking a full hundred and ten feet later thanks to its classical balance, lighter weight, and higher-quality stoppers.
Chasing a Spec Miata in the Caliber. I'm still learning the track... sometimes my feet aren't quite sure what to do!
Closer examination of the data reveals a few more impressive aspects: steady-state grip is close to that of the Shelby, maxing out at approximately 1.11G at 49.56mph in the middle of the back carousel. By contrast, the Lotus musters 1.14G max in that particular turn, with a speed of 52.75mph at the same point. It’s important to keep the results in perspective. We’re not talking “Matrix XRS” here; this is really a serious performance car in its own right… and yet there’s so much frustration involved in driving it on-track. Of the time gap between this and the next-slowest car, a full two seconds are probably due to the tepid brakes, and another two seconds to the Caliber’s inability to avoid heat soak on our eighty-degree test day. By the third lap of every session, the little AutoMeter boost gauge can’t break the ten-psi mark, a real shock to those of us who remember the old “Stage” Neons cheerfully pegging it at 22 or higher, even under race conditions. Part of this is probably the fault of the new “World Engine”. The Mopar 2.4 was one of history’s biggest butt-kicking four-cylinders; why swap it for a motor that won’t rev, won’t boost, and sounds like it belongs in a Mitsubishi Lancer? It’s a shame, really. The SRT engineers have worked hard to get the maximum from what must surely be a difficult platform to improve, and our time in a Jeep Compass (which is a platform sister to the Caliber) shortly after the test makes the extent of the magic very clear. If our imaginary Internet zillionaire needed a mini-crossover, this would surely be the fastest and most competent of his available choices. The SRT-4 also impresses on the street, as we’ll discuss some time in a separate road test – but if the SRT team can accomplish this much with a crossover, what could they do with a proper small sedan as a starting point? Perhaps it would be a car to make us forget that sparkling old SRT-4 Neon ever existed. In the meantime, the mini-crossover Caliber crosses over to fourth out of four.
Third Place: Ferrari F430 Spyder – Lap Time 1:48.167
Disclaimer time: we have every reason to believe that MSR Houston is slightly slower running counterclockwise than it is running clockwise. Mickey and Michael Mills, both race veterans with more MSR experience than pretty much anybody else out there, agree on this, and I found the track to be more enjoyable, and more confidence-inspiring, when run in the “wrong” direction. With that said, however, I invite you to take a quick peek backwards at our Viper vs. R8 test to see what the times were. Don’t feel like opening up another browser window? Allow me, then, to give you the long and short of it: the Audi R8’s pretty much as quick as the F430, and the Viper is measurably quicker than both. My review of the data leads me to believe that the SRT-10 Viper will hand the Ferrari its tanned leather behind on this track with room to spare.
Now, the question is: does it matter? After all, we said this was about more than raw lap times, and we meant it. There’s no question that the F430 is a fabulously sexy and desirable car, and our three-hundred-mile-on-the-clock test example was so pristine that duct-taping our Traqmate data unit to the floormats felt like tagging the Sistine Chapel with a paint marker. The Spyder is everything you expect and more, from the stitched perfection of the interior to the physically thrilling growl behind the driver’s ear. I was on-track with the Shelby serving as “camera car” while Michael Mills was running his timed laps, and although I’m a fairly jaded fellow when it comes to exotics, I couldn’t help but feel a tangible little thrill when I saw the F430’s nose dip behind me under braking. It has such presence, enough to make the mere sight of one a bit of an event.
Still, the report from the driver’s seat isn’t perfectly complimentary. On-track, the multiple settings on the steering wheel's “manettino” control are more annoying than useful, and Michael’s still fastest with all the helpers turned off. With the Ferrari electronic nannies active, the data suggests that it wouldn’t be able to show a clean pair of heels to the Audi R8 – which is considerably less expensive and offers a similarly dashing portion of curb appeal. Our tifosi readers will no doubt point out that Ferrari offers the hardtop and Scuderia versions for the truly track-obsessed – and I’ll be just as quick to respond that the Viper in our last MSR test was a droptop as well. It sounds crazy, but the F430 is like the Calber SRT-4, after a fashion. On the street, it’s a stunner; on the track, there are other, perhaps more exciting choices. If our imaginary zillionaire has the bucks, it’s hard to argue against it, but speaking personally I’d visit my local R8 and Viper dealers, to say nothing of the friendly local Lambo store, before I cashed in my oil futures for this one. In the real world, it’s very easy to consign the Prancing Horse to the bottom step of the podium.
It’s David versus Goliath as the Shelby GT500 and Lotus Elise square off for the winner’s prize today. The conventional wisdom out on the automotive web forum scene makes this one a no-brainer, right? According to every twelve-year-old out there who can read a spec sheet and download an episode of Top Gear, the Shelby’s a fat, two-ton pig with an underperforming engine, no steering feel, acres of crummy interior plastic, and a suspension design dating all the way back to the Roman Empire, while the Lotus is a light, lithe engineering marvel with an unburstable, utterly perfect Toyota motor mounted in the proper place and a completely no-frills approach from the bottom of its feathery wheels to the top of its bonded windshield frame. Everybody loves the Lotus, while the Shelby has met with what could best be characterized as a “mixed response” from The Press As A Whole. So what’s going on? Did Ford bribe us… or did they threaten us? How can we look at you with a metaphorical straight face and tell you that a hopped-up, live-axle Saturday night cruiser beats the most perfect sports car to ever touch down on this side of the Atlantic?
Well, our imaginary zillionaire friends won’t understand, but anybody who drives the two just might, despite the Elise’s obvious virtues. Naturally, you’ve heard them all before. It’s light, it really handles, it rewards the driver in an utterly pure manner, and in this case, the fact that the above-stated talking points are repeated ad nauseam by every kid with a keyboard doesn’t make them any less true. Let’s start by comparing the three critical data graphs – Lateral G, Accel/Brake G, and Velocity – between the Ferrari and the Elise. Notice anything? I’ll give you a moment to check them out below:
I bet you saw it, didn’t you? The F430 and the Elise are very, very closely matched, with the exception of acceleration. Around MSR’s tight back section, the two mid-engined Europeans are matched neck-and-neck, posting near-identical lateral grip figures and exhibiting remarkably similar transition behavior. In the Carousel, the Lotus actually smacks the F430 around a bit, holding four mph more corner speed at the twelve-hundred-foot mark and maintaining that advantage on corner exit until the Italian can put its three-hundred-horse advantage to work. And while the Lotus can’t brake as hard as the Ferrari – that’s the advantage of cost-no-object stoppers versus a set of calipers that would look suspiciously familiar to anyone who has ever owned a 1976 Honda CB550– it’s still able to handily outdo the Mustang and Caliber at pretty much every corner entry. It really does deliver most of the supercar experience, sans the acceleration, on a budget. It even delivers a bit of that famed mid-engined trickiness – as you’ll see in the video below, it can bite the driver when it’s on the edge of the tires’ abilities. Many thanks, by the way, to the Elise’s owner, Paul, for allowing us to post the video of his spin. How many people would have the confidence to do that – and how many more would immediately put their Lotus back up on the ragged edge, as he did on the next lap? Paul’s young son, who accompanied him on our trackday, can rest secure in the knowledge that he has a pretty cool dad.
Paul's spin, followed by a little dice between Paul in the Elise and me in the Shelby. We both have passengers, so this is a 9/10th run which ends up with lap times in the 1:56 range. Still, it shows the relative capabilities of the cars.
If the Lotus is a great car – and it really is – why didn’t it win? There are a few reasons. It’s not really a full-bore supercar, nor is it a classic sports car in the mold of an MG, so it falls between two stools, so to speak, failing to deliver either a heart-stopping track experience or simple open-air pleasure. And while the engine may be unburstable (although rumor says it isn’t, at least not in this application) it isn’t anything special. The Caliber has a more characterful motivator, and it sells for half the money. Which reminds us – the one-ton Brit isn’t a particularly good value on these shores. In the United Kingdom, the Elise is priced against Volkswagen’s Passat; in the land of the Whataburger, it’s closer to the dearly departed Phaeton. Forget what the up-spec Elises cost; the $43,990 MSRP of the absolute base model would put you into any number of very desirable cars, including the winner of our little test, as you are about to see.
First Place: Ford Mustang GT500 – Lap Time 1:52.402
Yes, you just read the lap time correctly. The Mustang beat the Elise around MSR, albeit by the slimmest of margins. Not since the era of Catherine the Great has a horse been lowered onto a small target with such devastating effect. In the space of under two minutes, the big Ford stampeded its way into our hearts with a virtuoso on-track performance. Sure, it’s heavy. Yeah, it’s a little unbalanced. You could certainly argue that a five-hundred-horsepower iron-block V8 and a live rear axle have no legitimate place in the modern performance scene – but you would be wrong. The Mustang kicks ass, and more importantly, it defies our stereotypes of what a car like this can accomplish.
Our Traqmate allows us to create a virtual race between the ‘Stang and the Lotus, so let’s try it out. As we cross the start/finish line for our hot lap, the GT500 is running more than ninety-four mph compared to the Elise at slightly below eighty-six. The Lotus claws back the advantage under braking and the two enter the Carousel neck-and-neck. Through the midcorner, the Elise pulls ahead, running about four mph faster, and it holds the advantage until the middle of the front straight when the Shelby swings by. Max speed for the Ford here is 114.83 mph, at which point the Lotus is barely clearing 106. Going into “Diamond’s Edge”, the Mustang has gapped the Lotus by a couple of car lengths… only to have the Elise outbrake it into Turn 5 and pull even. Through Turn 6, the Elise is still ahead, but on the exit we see exactly what five hundred horsepower can accomplish. By the end of the back straight, the Elise driver is seeing a fairly decent 105 miles per hour; he’s also staring at the back of the Mustang, which has pulled out nearly an eighty-foot advantage and is steaming away with an eleven mph advantage. This time braking later doesn’t help. The Stang’s still ahead as the pair runs all the way back to the “Bus Stop” chicane. Surely the lightweight Brit will pull ahead here – but the Shelby has a secret weapon in its arsenal. The massive torque of the supercharged V8 allows the Bus Stop to be taken in tire-smoking sideways fashion, and as a result the big blue pony is still ahead on the exit.
We’re now in the “Keyhole”, but the Elise still can’t catch up. It’s running 2-3mph faster all the way through, but on the
exit, the Mustang just plain rockets out up to “The Launch”. Through “Gut Check”, the Elise manages to stay on the throttle just a little longer. The Lotus driver can smell blood. Entering the final turns, “Sugar and Spice”, he’s just a couple of car lengths back. Can he outbrake his way even to the Mustang? He can! At the slowest point of the two-turn complex, right at the clipping point, the two cars are even to within inches. They’re neck and neck on the exit, and NOW IT’S A DRAG RACE! Since it’s a drag race, is it any surprise what happens next? The GT500 simply rears back and slaps the taste out of the Elise’s mouth.
The Mustang trace is blue, Elise is red. Note the transitions in the slow sections - the GT500 can really hold its own despite weighing twice as much as the Elise. Click for Larger Image
It’s possible to argue the similarity of the Mustang’s and Elise’s results two ways. Lotus fans can argue that the Lotus does more with less, and they would certainly be right. There’s also quite a bit of joy to be had from the subtle steering and classic mid-engined balance. While it doesn’t have “go-kart handling” – that moronic phrase is typically applied by people who simply don’t understand how a racing kart operates – perhaps it could be said to have “Spec Miata handling”. It feels more like a true race car than any of the other cars in our test, and if that’s important to you, perhaps the Elise is your winner.
For us, however, the GT500’s combination of massive charm and respectable road-course prowess carries the day. The big engine occasionally feels a little flat and heat-soaked on-track, but it’s all relative, as the Traqmate shows. The brakes are adequate to the task, as is the steering. It recorded slightly over 1.11 lateral G during its fastest lap, compared to the Elise’s peak of 1.21G and the Ferrari’s best of 1.16, and in most of the turns was within two or three miles per hour of the mid-engined cars. This current generation of Mustang has taken a lot of stick in the press and on the Web about being a lousy-handling, live-axle, “prehistoric” chassis, but in the harsh glare of competitive timing data, the falsehood of those statements is plain to see. The big Ford handles just fine, and if the nose occasionally slides out on the entrance to a tight turn, there’s an easy remedy for that under your right foot.
If we could change anything about the GT500, it would probably be the badge. No disrespect intended to Carroll Shelby, but the core excellence of this car is really due to the folks at SVT, a fact of which the driver is subtly reminded every time the programmable shift light on the dashboard flicks on – it’s in the shape of the SVT logo. While there’s pleasure to be had in the traditional racing stripes and the big snake badges, this car doesn’t need the soft filter of Sixties nostalgia to make an impression. It should have been called the SVT Mustang, plain and simple – and if it needed to be a “500”, it could have been an FR500, which is a name with roots in the modern Grand-Am and Miller Cup Mustangs. Forget the past for once; the old cars were great, but this one’s in a league of its own. Smoothly powerful, confidence-inspiring, and gifted with smashing curb appeal, the Ford Mustang Shelby Cobra GT500 is more than a boulevard cruiser or retirement present to one’s self. It’s a solid track car in its own right, an utter joy to drive. For the imaginary millionaires of the Internet, it may not be the best choice, but for anyone who can save up the scratch necessary to take one home, it’s a solid winner.
It's late in the evening... time to run the Ferrari and Shelby for our own amusement. The car rushing by in the beginning is an ex-PTG BMW M3 racer belonging to Mickey Mills.
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