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.

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.

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!

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

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!

The lineup Audi has currently unleashed upon the earth could very nearly be argued as the best the world has ever seen. Top of their class in every category (overall) — appearance, ergonomics, exterior/interior design, build quality, power, handling, driving enjoyment . . . the list goes on.

Think about it (and also see post below): only Mercedes offers a range with more power (the S/SL65 AMG models top the current RS6 by about 40hp), the exterior and interior design are more striking than almost every BMW, and Audi offer a much more expansive lineup than Aston Martin, Jaguar, or Maserati — which, when compared on an individual-model basis might trump an Audi one-on-one.  Audi has, in the last 10 years, become a major market dominating force.

Ignoring the older and more obvious historical highlights (such as the runaway success of the Quattro in rally competition), we jump to 1989, and the first step into the upmarket arena Audi occupies today — the Audi V8.  Although we have mentioned it in a preview post, it absolutely warrants another look, if for no other reason than the fact that it was overlooked by so many.  Competitors in the full-size luxury market may have outflashed and outsold it, but it was — and remains — a diamond in the rough.

Today a 1992-1994 Audi V8 will run you from $3,000 up for an example in good shape.  What that will get you is a wolf in sheep’s clothing.  You absolutely want the larger 4.2L V8 engine for a car this size, especially to push it off the line in city driving.  And while you can’t get one with a manual, as you can with the earlier 3.6L V8, the shove from all 275hp will make up the difference.  To make the power of every horse count, Audi shod its hooves with All-Wheel-Drive for grip.  Take that, rivals!

Power-wise, it took a V12 to best the Audi (that of the BMW 750iL and the new-for-91 Mercedes S-Class), and other V8 competitors such as the Lexus LS400 didn’t surpass it until the late 90s — several years after the Audi V8 was replaced with the A8.  None of its peers, however, possessed the innate sporting-ness of the Audi, as evidenced particularly with a pair of  back-to-back DTM Championships in ‘90 and ‘91.  You can’t get a manual transmission in virtually any flagship of this era except a BMW 7-Series or Acura Legend, and then you’re into a front-wheel-drive car.

The interior is every bit as luxurious as its contemporaries, and while it may not glaze your eyes over with things like chilled champagne flutes or rocket launchers, it came very well optioned to begin with.  Leather was standard, as were dual airbags, ABS, a premium Bose sound system, and — irrelevantly today — a cellular car phone.

Our approach?  Take a 1992-94 model, swap in the European-exclusive 6-speed manual transmission, and if your thirst for power is unquenched, throw on a supercharger, which will take you up over 400hp.  Swapping in a later 40v V8 will add another 50hp on top.  Obviously, brakes and chassis components will need to be upgraded to match.

With the V8, Audi had created a brand-defining supersedan, and a new prestige image to boot.  The original Quattro may have sparked the racing pedigree of Audi, but it was the V8 that laid the groundwork for the striking models you see today.

Some say that most Audis are only driven by German cement salesmen.  Very sorry, but have you seen the last several years of Audi design?  The manager of a local business brought her A5 by earlier today for us to see what we could do with it.  We requested pics for inspiration from a friend on the West Coast, and received this mind-blowing collection of lust-worthy images.

We’ve been a fan of Audis for quite some time, tracing back to the introduction of the Audi V8 and the RS models in the early ’90s.  For a span of time, they were the underdog to BMW and Mercedes, who always seemed to have that bit of panache or driving feel as an edge.  No longer.

In the coming week, we will examine a wide range of the quad-ringed cars over the last couple decades, including models that should have made it to the US and never did.  Currently a large part of our work is done with Honda/Acura V6 platforms (mostly Legends, as it turns out), but it would seem that the natural progression would be into the realm of Audis, and from there to more exotic material.  Although . . . Audis are getting rather exotic themselves these days.  Have you seen?

We are hosting a cars & coffee get-together here at Ultimate Performance in Oak Ridge, TN. Come on out on 3/14 at 2pm to talk cars and take a look at some of the machinery here! Our local group of Acura Legends will be in attendance, as well as more exotic cars, so feel free to drop in and wander around. Hope to see you here!

Once again, it seems actual work precludes writing, although both are enjoyable.  When push comes to shove, however, building in real life will unfortunately always beat typing on a keyboard.  Things are still a bit of a madhouse, but this blog is entirely too cool to be ignored, so . . . onward!

Recently Ford announced the development of a new Taurus SHO model, based upon the 2010 Taurus, which seems at first glance to have a bright future.  Come to think of it, if you take a close look at the thought put into the design of the Taurus and the facelift on the Fusion (which is more like a redesign rather than just a new grille), Ford seems to be actually considering the fact that cars should be more than just a metal box to sit in.

In the ’90s, we think Ford actually was trying to make exciting cars.  Heck, they were trying period.  Build quality wasn’t exactly consistent across the model lineup, but there were flashes of brilliance.  SVT made some rather good products (the SVT Focus and Contour are a couple of great and relatively unheralded cars), and for the money, the Explorer with a few options was a great buy if you needed an SUV.  We still miss our old 1998 XLT, with the trusty, torque-monstery 5.0 and leather/sunroof/premium sound/AWD combo.  What did we pay for it?  Maybe $4K?  That body style was about right, too — later Exploders became boxy all over again, and less interesting overall.  Were we to get another one, it would get something like a supercharged stroker engine with performance suspension and grippy rubber.  Budget Cayenne, anyone?

One of the all-time best cheap, fun-to-drive sedans (our weakness, remember) was the 1989-1995 Ford Taurus SHO.  Thumbing its nose in the face of all current fast four-doors, Ford had Yamaha design an all-aluminum 3-Liter DOHC V6 and dropped it into its mundane family-hauler, providing an instant transformation.  Four disc brakes and a 5-speed later, with subtle ground effects and bucket seats, out came a sedan that could stomp a Legend or Maxima SE with ease, for considerably less money.  Mind you, the interior quality was, um, early ’90s Ford, but you have to overlook such things as you would with an Alfa Romeo in order to focus on pure driving fun.

Our favorite is the facelifted SHO from 1992 on.  Somehow the first iteration just looks too heavy or chunky on the outside.  A popular swap is the 3.2L engine from the SHO automatic.  The bigger engine gets you increased torque, which we all love.  Find a clean, cared-for, unmolested model, add an intake and a free flowing catback exhaust, and go 5-series hunting.  Not M5s, they will still eat you for breakfast.  Remember what you’re driving here.

With the all-new SHO model, Ford was looking for V8 power without V8 fuel consumption and came up with a twin-turbo version of their venerable Duratec 3.5-Liter V6 engine.  God bless Ford!  What is it we tuners absolutely love?  That’s right — factory engines with forced induction (especially turbochargers) already installed!  The hard work is literally done for us and handed over on a platter.  You better believe there will be those who jump on this opportunity the moment this car is released.

So — improved build quality, quite good to look at, a fairly well-designed interior (we feel there could be an “SHO” put somewhere, maybe the guages or steering wheel, just to make the owner feel that extra bit special), all-wheel-drive, and a twin-turbo V6.  Provided Ford doesn’t muck up the paddle-shifted automatic (anyone with a DB9 knows exactly what we mean here) with sloppiness . . . dare we say it . . . we could have ourselves another era of stylish, fun-to-drive Ford sedans.  What a concept.

The howl at first was almost unnoticed.

When the original Pagani Zonda C12 was debuted at the Geneva Motor Show, it was sort of viewed as yet another upstart “supercar maker” that thought they could outgun the mainstay Italian breeds.  Featuring the very highest technology in composite chassis development paired with an exquisite hand-made interior and thundering Mercedes V12 engine, it truly brought together the best of every world with respect to the world of supercars.

Interestingly, and of note to tuners and engineers everywhere, Pagani was working on chassis components and weight reduction long before thinking about monster power.  The C12’s powerplant was lifted almost untouched from the Mercedes S/SL models.  It was only with later iterations that AMG was contracted to increase power.  As the saying goes, power is nothing without control — it seems so many looking to enhance performance have never learned this approach.

Combine the amazing handling with an intense approach to aerodynamics and you get an extremely slippery drag coefficient, helping the Zonda accelerate at an unbelievable rate.  What’s even more extraordinary is the accompanying experience.  The sheer noise coming from those quad “Gatling” exhaust pipes is absolutely hair-raising.  Whereas most supercars tend towards the stripped-out cockpit approach, the cabin of the Zonda is painstakingly crafted out of the best materials money can buy.  So you get the driving experience plus all the creature comforts you could realistically want in an automobile of this status.

The interior is an amazing blend of carbon fiber, leather, satin-finished aluminum, and over-the-top design effort.  Only five were built.  Three were sold to customers at a cost of $320,000 apiece.  The 6.0L C12 accelerated to 60mph in just over 4 seconds, and hit the quarter mile in around 12 seconds, trapping at 124mph — and this with only 400hp.

The howl grew into a shriek.

Over the course of the next several years, better and faster variations emerged.  The engine grew to 7 Liters (C12S), then 7.3 Liters (C12S 7.3, Zonda F).  Power increased dramatically with the involvement of Mercedes’ tuning division, AMG, to over 640hp in the Zonda F Clubsport.  Various racing versions have been created, including the 6.0-Liter Zonda R Clubsport, which squeezes out an astonishing 750 horsepower.

Lest we forget, there have been roadster versions of both the C12S and the Zonda F/Clubsport.  Unlike most other drop-tops, where additional structural support increases weight dramatically, the Zonda Roadster is about the same weight as the hardtop.  To find out the advantages of having no roof in a car like the Zonda, simply find the nearest tunnel and stand on the gas.  The howling will freeze your blood and chill your very soul.

Most recently, a special limited-edition (“limited” having a new definition within the realm of Pagani) Zonda Cinque was announced, with a price tag of nearly $1.5 million . . . and, of course, a run of only five.  Power is up to over 675hp from the monster AMG 7.3 Liter V12, and a sequential manual adds to the racecar effect.  Standstill to 60mph is blurred in less than 3.5 seconds, and the cornering forces of nearly 1.5g will reposition the skin on your face.

Around 2010, a new Zonda model will emerge, with even more power, more radical styling, and — crucially — U.S. compatibility.  And now that the howl is now a feral scream heard ’round the world, company founder Horatio Pagani will never have any lacking of respect and admiration.  In a decade, his vision created works of art that many agree are better in every way than rival models from Ferrari, Lamborghini, or Maserati.

Can you hear it?

We profess to be all about the aftermarket selection and bringing out the potential in your car that the factory just plain left out, but where are all the posts concerning this topic? From here on out, that’s where our writing will swerve.

It can only start in one place – Isuzu. Yes, it’s a rare marque, and yes, they practically don’t exist today. Stamping out heavy-duty engines for the increasingly dubious corporation known as GM doesn’t count. In its day, however, Isuzu, when not being meddled with, made some great cars. The design and execution, for the most part, rivalled anything else from Japan, given the class and range of offerings.

In particular, a few models stand out, and are worthy of bowing down to every afternoon at 3:00pm. From 1985-1989, the first generation Isuzu Impulse came with turbocharged 2.0-Liter engine that produced 140 Japanese ponies and even more torque. A rather weak non-turbo version was also offered, but we can overlook that discrepancy. In 1988, GM brought in Lotus to design a suspension package, making the ‘88-’89 Turbo Impulses the best of the lot.

This being a singularly rare and unique car, like many Isuzu cars, the existing aftermarket just plain doesn’t exist. That said, if you’re creative and apply some common sense and basic tuning knowledge (as with every car), you can tweak the first-generation Impulse to become even better. Working with a factory turbo gives us a head-start, as a lot of the engineering and fabrication has already been done. Just like any other engine, think airflow — before and after the engine. A cold-air intake (that’s cold, as in cold, not short-ram or any other variation where the intake filter sits in the hot engine compartment) and good 2.5″ catback exhaust will work wonders.

Normally, this is where a good Isuzu specialist will step up to the bat. Back in the day, Isuzuperformance (headed by Bill Luton) was the only place to turn. Due to some unsavory business practices and downright selfishness on the part of Bill & Co., most of the original parts are now unavailable, as they have sold out and gone domestic with their production. As if Cavaliers and Sunfires needed more aftermarket support. Infuriatingly, Isuzu racing parts are still developed and flaunted on their home page, every one of them being “Not For Sale To The General Public”. Now that’s good business, and a good way to aid enthusiasts and customers alike.

The automotive world being what it has been for the past several decades, we here in the U.S. got screwed, as usual, out of the really cool options, such as the “Bella” or “Nero” trim level, the latter of which must have been named after the Roman emporer. Guigiaro penned the curvacious bodywork, which in all likelyhood began to fuel the jealousy that eventually ended in GM killing off Isuzu’s U.S. distribution. You may be able to tell we don’t care for GM that much.

Irmscher, a German tuning company, was involved with some trick bits, including body parts and suspension work . . . naturally available only on Japanese Impulses (called the Isuzu Piazza there). Those parts, incidentally, are even more rare than Isuzu cars themselves, somewhere around the likelihood of hearing Bush admit he screwed up the entire war in Iraq. If you ever find yourself in the enviable position of happening across an Irmscher part for a Piazza/Impulse, do everything in your power short of selling your children to get ahold of it. On second thought, go ahead and sell them–kids are everywhere. We’re talking rare car parts here.

Everywhere else in the world except here, an overboost package with another 40 horses came out in 1985. Fortunately, with a simple manual boost controller and blow-off valve, this can be attained rather easily for yourself. Mind you, dialing in something ridiculous like 30psi will get you perhaps to the end of your driveway in a spectacular cloud of smoke and regret. Stock boost is set at around 7.8, so if you aim for 10 (providing your engine is in good working order), you should be good to go.

Expert advice (to include more than you ever wanted to know about Isuzus, probably more than the Isuzu makers themselves) can be found at www.isuzone.org. For the first-generation Impulse, you want to talk to Soren. Conversely, as on many forums, if you jump in there and ask questions with out Searching yourself first, Robbie (skaterkid) will be talking to you. Be warned.