Strip and Run, Part II

We’re back, with another orange car.  You’d almost think we had citrus brains.  Hey . . . as long as they keep cranking out these track-oriented street cars that induce weak knees and quaking fingernails, we’ll keep covering them.  You are all benefactors!  Today’s subject: the 2010 BMW M3 GTS.

Accolades for the newest E90/92 M3 have been mostly universal.  A few old-school purists claim that this latest iteration has simply gained softness to go along with its power increase . . . and while they have a point, understand that BMW are also increasing user-friendliness with daily driving in mind.  That said, we’ll just as happily drive an E30 M3 as any other version.  Softness, however, was not in mind when the GTS was conceived.

The last generation’s M3 CSL was a cult hit, but automotive futuretellers predicted no hardcore version this time around . . . and we are only too happy the doomsayers are wrong once again!  This GTS comes sprayed only in visibility orange, with matte black accents all around and a 7-speed double-clutch paddlepuller stuck underneath.  However, the real treat is caged under the hood – a larger, 4.4-Liter V8 producing 450 horsepower.

That’s a good 30 more than the standard M3, but we couldn’t help noticing that Brabham Racing (4.4L, 494hp), RDSport (4.6L, 542hp), and Dinan (4.6L, 502hp) are quite a ways above and beyond.  Any reason why BMW couldn’t have reached for the 500hp mark?  Ah well, at least the rest of the car is track-ready — think Porsche GT3RS and you’re about there.  The usual scale-tipping culprits have been binned, including A/C, rear seat, radio, and factory seats.

Back Streets Option

Upon introduction of the second-generation BMW M3 E36, the American market began hounding for a race version to go after 911 drivers with.  Of course, those were the days when BMW listened to their customers, and thus the 1995 M3 CSL was born.  Built in Germany and finished off at a race shop in Virginia, the CSL came with the same lack of weighty features you’d expect, plus lowered suspension, adjustable front splitter, funky Motorsport flag livery, and a selection of BMW chassis parts in the trunk that came with a warranty waiver form to sign.

Including the parts was nothing but a tease, but at least the sunroof was deleted and carbon fiber trim littered the interior.  Now, if you’ve ever driven an E36 M3, you already know that it’s handling is world-class to begin with.  Granted, we got the short end of the power stick with the watered-down U.S. engines, but that is easily rectifiable with a Euro 6-speed/3.0L S50B30 swap.  That gives you the full 286hp, and you are simply a chip and set of cams away from closing in on the 350hp AC Schnitzer got from their E36 CLS.  We like the 1995 models, which can be found today for well under $10K, as the 1996 and later are more difficult to tune.

Unless this is trailered to events every weekend, we likely wouldn’t recommend ditching the A/C or radio.  Shorter springs and front splitter, sure.  But losing sound insulation makes for a very loud commute.  The legendary Trunk Chassis parts?  You better believe it, along with the CSL wheels and carbon fiber trim.  Ideally, our “M3 CSL” could nonchalantly take Mom to church on Sunday, and then cut loose on a back road as if Jack Bauer was in hot pursuit.

Strip and Run, Part I

First posted on 8.19.09:

Originally this next post was supposed to be about some SUVs or something, but we’ve long since forgotten . . . the new 2010 Porsche GT3 RS is here.

Something as polarizing as that ice blue paintwork and massive rear wing can have the effect of simply stopping your brain from working, much beyond staring at the picture. Well, that’s what happened with us, anyways. What a spectacle!

Beyond the arrest-me-right-now colors and LeMans spoiler, the GT3 RS is packing a serious punch. Power has been boosted to an astonishing 450 horsepower, all squeezed from only a 3.8-Liter engine. Porsche engineers can literally feed 5,000 from 2 loaves of bread these days.

With the rest of the car, you’ll find such purpose-built items as a special lightweight lithium-ion battery, track-specific PASM (Porsche Active Stability Management) system, extra-short gear ratios, wider track and body, and even dynamic engine mounts that change stiffness depending on road conditions. P-car racing afficionados will need a cold shower!

Yes, it’s not the best for running errands in or going out for dinner. Yes, it’s adorned with boy-racer graphics and aerodynamics from a jet. It will still absolutely kill on the track and any back road you choose. Speaking of back roads . . .

Back Streets Option

Normally at this point we provide a much cheaper alternative to the fire-breathing monster above, whatever that may be. This time, however, the glittery palette of the GT3 RS has gone to our head like the fumes of a thousand gallons of German paint. Today, we offer two options.

Which brings us to the Porsche Cayman. Introduced in 2006 as a “hardtop Boxter”, it came with similar base and S trim levels, the latter of which being the one to get. With a Cayman S you get the same 3.4-Liter flat-six engine as the 996 911, with similar power — 295 horses — and a 6-speed manual transmission. Mid-engine handling is excellent, steering near-telepathic, and the body lines are unmistakeable. Early models can be had for just over $30,000. Fair enough.

The problem lies with the range of factory-built options for the 911. Why is the Cayman, which some may argue is a better-balanced chassis than the 911, only offered with base and S trim levels? Why no GT3, GT2, or RS versions? We then propose that a Cayman RS be created. Start with a Cayman S, and add or replace parts.

For example, installing an intake filter, headers, exhaust, coilover track-oriented adjustable suspension, wider/stickier tires, and some carbon fiber trim inside and outside would go a long way. Companies like TechArt, Ruf, Gemballa and Evolution Motorsports can provide most of the parts needed, up to and including full larger-displacement engine swaps. Application of “RS” badges at your own risk.

Our second option caters more towards the lower end of the spectrum, which is where we aim most of our cheap alternatives. The 1992-95 Porsche 968 was widely seen as simply a restyled 944, but this was so not the case. The often-overlooked 968 maintained the 944’s perfect 50/50 weight distribution, but added power — 240 horsepower from a 3.0-Liter 4-cylinder. The exact same displacement/power output, in fact, as the US 1995 BMW M3. Sixty comes up in a quick 5.9 ticks, and the quarter mile in 14.4 seconds.

Yes, it’s a front-engined Porsche. Yes, it’s not a flat-six, and no, we don’t care. This is a true gem, especially today. Be sure to find one with the 6-speed manual and optional M030 sport chassis, which features 17-inch wheels, stiffer suspension and larger brakes. Although a Club Sport model was offered in Europe and Australia, naturally they skipped the US market, so we have to get creative here.

Specialty shops such as RS Barn and Paragon Products can provide many of the same modifications recommended for the Cayman “RS” above, but as to be expected, variety is limited. Our move here would be to pick up a clean 968 (for under $10K), add the performance parts, and try to acquire some of the rare ClubSport items from overseas. This would truly give you a very inexpensive version of the blazing-hot new GT3 RS.

The Return of Automotive Truth

It is with no small amount of astonishment that we have watched our daily hits maintain a steady 80-120 hits per day, even after announcing our move over to Blogger.  How does this happen?  It is still beyond our grasp to determine how many of these hits are avid readers and followers, and how many are random hits generated by our tagging.  If any of you word-placement-type gurus are out there, do please get in touch with us at zfclubsport@yahoo.com, and we will compensate you accordingly.

Seemingly, the intelligent choice would be to not ignore obvious traffic passing through, and thus keep on posting content here for the world to enjoy.  Therefore, we return to our regularly-scheduled outlook on automotive spotlights and tuning trends — starting with the rare instrospective post below.  Happy reading, fans!

We have watched with some level of emotional detachment for the past year as the media has stirred everyone into a frenzy over the “recession.” Not saying that there isn’t a recession, but in all honesty, everyone would be much less depressed if they didn’t read about 90% of the news. TV and newspapers seem to thrive on putting a melodramatic spin on every subject they touch, with the effect of changing the public’s mindset from neutral to either worry or frothy nervousness.

We have also witnessed the realities around us. Yes, downsizing is occurring and budgets are tightening. And yet . . . our local Panera Bread, which we frequent when researching articles and brainstorming for projects, has nearly doubled in attendance over the past nine months. Business at our shop has slowed some, but not stopped. People are making the room for new wheels, tint, power and handling upgrades, and more.

The truth that has struck us is this: the general populace will spend money on things they want (that are not necessities), regardless of the economic state. They may cut back on a few other things, but if they are after something they would like, they will find a way to get it. Last fall when the gas prices were through the roof, we watched an older gentleman, clearly somewhat well-off, pull into our parking lot with a brand-new Cadillac Escalade and a 40-foot boat in tow. It took him a few minutes to maneuver into position while we looked at each other. He ended up dropping nearly a grand on cleaning and detailing, as he was headed out to the lake that morning. For some, the price of gas or an ongoing recession has no meaning and no relevance.

With that in mind, we happily bring you coverage of cars & trucks that we care about, rather than what is “politically correct”, a useless and time-wasting term if there ever was one. As the brand-new 2010 Porsche 911 Turbo release clearly demonstrates, you can have your monstrous power with good mileage to boot (500hp with 25 mpg, in this case). So all this talk of alternate fuel should not worry the true petrol-blooded among us. Long live internal combustion!

All Good Things . . .

It seems we’ve built quite the little following here at WordPress.  However, from this point forth all new posts will be made at our new blog home:  www.zfclubsport.blogspot.com.

We cannot thank you all enough for the support you’ve shown thus far, and we can only hope to continue writing and creating for you as time goes on.  You are the reason we exist.  Feel free to drop us a line any time at zfclubsport@yahoo.com, or become a fan on our Facebook page!

~ The cast and crew of ZF Clubsport

And Now For Something Completely Different

Honestly, we’re not Mustang fanatics.  Swear!  They just keep grabbing our attention is all.  Not in a “how soon can we buy  or steal one” sort of way, but more like a “wow, that actually looks pretty good” sort of way.  Kind of like seeing your fourth or fifth cousin after many years at a family gathering.  The angel on your shoulder is reminding you that they are kind of still related, although it gets fuzzy exactly how because the demon on your other shoulder has waylaid the angel and is reminding you that they are quite attractive.

Let us leave this scene of horrific familial ties and gaze upon the new 2010 Shelby Cobra Super Snake.

Anyone who knows anything about Mustangs already knows what the Shelby name represents, and thus already knows how that pertains to the monster you see crouching before you.  The new GT suddenly looks limp and weak by comparison, like one of us walking into the Mr. Universe competition.  This new Snake is ripped and shredded and looks ready to devour road or track with a single bite.

Armed with two packages that offer either 630 or an astounding 725 horsepower, this Shelby comes armed to the teeth.  That 725-hp setup is naturally what caught our attention.  Think for a moment of how many dealer-offered, warrantied cars will give you over 700hp.  In these days of ridiculous battery-powered autobots, not many.  Most supercars don’t offer that kind of output.  Our perennial favorite Pagani Zonda, for example, only tops that figure with its track-only “R” model.

So, it’s powerful, with suspension, aerodynamic, and interior upgrades to match.  This will never be mistaken for a humdrum V6 rental Mustang, and neither will the 2010 SMS 460.  SMS stands for Saleen Motor Sports, which stands for Awesome Mustang Tuning.  Here is a red one.

Because it is red, it is also all kinds of fast.  Similar to the Shelby, SMS adds a striking body kit (unlike the increasing number of horrible rice rocket body kits in primer we’ve been seeing on Mustangs lately), and insane amounts of power.  We will take ours with the 665-horsepower package, please, including the supercharged 5.0L fully built engine and 6-speed transmission upgrade.  The speed limit comes up in just over four seconds, seated in your retrimmed Alcantara SMS chairs, and the gi-normous brakes and custom Watts suspension round out the heartstopping experience.

While it may not top the Shelby’s power numbers, history has taught us that Saleen know what they’re doing, and we would actually take this car over the Shelby — because it is red, and because it has a crazy-cool-looking rear valance and exhaust setup.  Although, we would drive the stonking wicked daylights out of the Shelby first — it is wise to shop around when you are going for the over-600-horsepower cars.

This article, besides featuring a pair of ridiculous (but also not half bad) Mustangs, also marks the first in our all-new series of:

Back Streets Option

We would love to tell everyone out there that purchasing a brand new car is a good idea for all people of all speeds.  But the fact is, unless you have the cash to throw away (in which case, remember that several thousand you owe us from last week), walking out of the dealership with a spanking new ride is absolutely foolish.  Our take on stealerships aside, depreciation alone should deter you from driving off the lot with what is now a second-hand vehicle worth about half what it was an hour ago.

So we’ve come up with the idea of drooling over some of the amazing autos out there, and then providing you with a handy guide to duplicating them for yourself with merely a tiny fraction of the cost.  For example, they say “2008 Ferrari F430″ and we say  . . .

. . . that’s correct, “1991 Acura NSX”.  They say “2009 Mercedes C63 AMG” and we say “1987 Mercedes 190E 2.3-16″.  You get the idea.  Plus, we’ll throw in some modification ideas to bring your version up to a new level of fun, for many thousands less cash than you’d be shelling out for a brand new model.  Money saved is money to upgrade, after all!

In this instance, of course, it needs to be a Mustang of some sort.  Rather than drop over 80 grand on either of the tuner ponies you see above, we would have to recommend the 1990-1993 Mustang GT.  These can be picked up today for pennies (ok, a few thousand for one in good shape), and will give you astounding power & fun for your money.  These particular years have the  Mass Air Sensor, which makes it easier to modify, and a new speedometer with 140mph . . . why they only had 85mph on the 1987-1989 is beyond us.  As you can see below, it is red, and therefore fast, so 140 is definitely a requirement on the speedo.

We had a 1988 GT in Hawaii a few years back, and it was some great fun.  Mustangs with the 5.0L V8 and 5-speed are quick to begin with, but add an intake, headers, X-pipe (for those of you with no state emissions requirements!), exhaust, uprated clutch, and short shifter . . . it was like a budget supercar, nearly.  We flogged it through the quarter-mile track there in 14.4 seconds at 97mph, which is a mere half-second away from today’s GT, and that’s on a slippery strip.  Changing the rear drum brakes to discs is an absolute must, as is a preparation for that rear end to swing around at the slightest prod of the gas pedal.  Oversteer is but a thought away.

Many parts from the 1993 SVT Cobra will fit, as well as a bunch of different aftermarket tuners — we tend to like BBK and Maximum Motorsports for their suspension packages, although there is plenty good stuff to be had from Ford Motorsports themselves.  The 302 V8 is “rated” at 225 horsepower, which is conservative at best, and you can easily see the high side of 275 without getting into the engine itself.  Factor in the lighter weight, and it’s no wonder these older Mustangs are able to keep up with their current-day counterparts without breaking a sweat.

For the cost of either of the two new monster cars mentioned at the beginning of this article, you could pick up three mint condition, low mileage examples of these Fox-body Mustangs — one for show, one for daily driving, and one for track use — outfit each completely, and have more than enough left over to grab a really nice ride for your significant other, say a 2002 Audi S8 or similar.  Now that is a deal we could live with!