Scheduled Feature Car Date
November 4, 2017
Feature Car Owner: Lisa 02Princess
Car Description by Owner:
Reprinted from Petrolicious
based on interview by Courtney Cutchen
THE RISE OF TESORO
Think back to the first time you saw your car. This may not be a car you own now, or even owned in the past. You may never own it. Rather, this is a car that you saw for the first time, and said to yourself, “I will have one of those some day.” Whether it was the mesmerizing slope of body lines, the mechanical harmony that resonated from an engine bay, or simply a well thought out interior; this was a car that captivated you. This sensation is rather similar to what happened in Lisa’s mind when she saw her first BMW 2002.
Lisa’s love affair with the 02 dates back 20+ years. “I got my first 02 with my own hard earned, part time money, working as a receptionist at a real estate office,” she explained. “At 17, I bought my first 2002 from an original owner.” Describing her experience as “love at first sight,” she makes it very clear that there was never a doubt in her mind that the BMW 2002 was her car. So much so, that early on she was dubbed the “02 Princess” by Michel Potheau, cofounder of the BMWCCA. Since her first car, she has owned BMWs that fall across the map, from an E30 M3, a Bavaria, an E36 M3, and even two other 2002s.
Tesoro, as she has lovingly named the Schwarz 02, is a one of a kind, truly timeless take on the chassis. Lisa credits much of her inspiration for the build to her desire to be different. To create a 2002 completely unique to anything else in the community was important in the car’s build process. However, before Tesoro became what he is today, Lisa had to start somewhere.
“I found Tesoro at the Brisbane 2002 swap and show in 2014,” she told us. She spoke of a classic BMW that appeared “tired,” but nevertheless, a car that she saw massive potential in. The 02, which back then was coated in factory Fjord, was her way to return to her roots in the chassis. After picking up the car to enjoy in its original state, Lisa had an unfortunate run in with a failed clutch master cylinder. As she waited for the tow truck, which would typically be a beacon of salvation, she was met with even more disappointment. Upon arrival, the truck actually reversed into the 02, damaging the front grilles and nose panel area. As one can imagine, this wasn’t a setback Lisa had planned for.
Taking to Facebook to write about her experience, Lisa was met with support from her community. Thanks to the sharing nature of social media, SoCal local Le Tran of 2002GarageWerks caught wind of Lisa’s mishap. This is the point at which Tesoro’s build began.
The saying goes: “Tesoro was not built in a day.” Or at least, we think it’s something like that. The 02 was in this restoration period for over two and a half years. During this time, the true beauty of Lisa’s aspirations came to life.
Tesoro is just as wonderful on the inside as the outside. Outfitted with plush leather throughout, the interior sits as an incredible combination of classic and custom. With alcantara inserts on both the front Recaros and the rear E24 seats, a perfect hint of modernism lines the cabin. In vintage motorsport fashion, the seats are also dotted with stainless steel grommets, those of which are similar to the old competition seats. The seats are corralled by custom (and of course, matching) door panels, all of which were upholstered by Franzini Brothers in San Rafael.
Other unique accents can be found inside, such as a custom engraved, weighted shift knob, boasting Tesoro’s name below a BMW roundel. A Monterey Rolex Reunion plate is found on the center console, commemorating BMW’s 100th Birthday celebration this year. The Reunion was a debut of sorts for the car, so Lisa felt the plate to be a significant addition to her interior.
Seeing as it’s only getting more difficult to obtain parts for vintage BMWs, we were impressed to hear that Lisa was able to source many NOS / NLA pieces for Tesoro. Of these parts, she is most proud of the Hirschmann jewel tip antenna, the Italian turn signals, and a crack free, original Euro dash. All of these little yet important details are what make Tesoro as a whole such a well rounded build. Looking at the car, it’s obvious to see that not only was there extensive thought put into the planning, but also, a lot of love.
On the performance and mechanical side of things, the car maintains a very signature 2002GarageWerks package. The fresh M10 is topped by a 38/38 Weber carb setup. The polished valve cover shines prominently at the center of the engine bay, and plays nicely with CAD plated hood hinge joints. This CAD aesthetic follows the car all the way around, even ending up in the trunk. Additionally, Tesoro is supported by specially sorted Ireland Engineering coilovers, finished by beautiful, custom BBS RMs--to the credit of Paul Ehrlich.
All parts and numbers aside, the car as a whole is what makes Lisa happy. This is most evident when you listen to the way she talks about her beloved build. It’s one experience to read about it, but something even more to hear the elation in her voice when she explains the car’s story.
“Tesoro in Latin translates to ‘treasure,’” she noted. Quite honestly, no name could be more suiting for this build. During our shoot, Lisa talked about how the little 02 is her “forever car,” and that this is the first car she has ever undergone such an extensive restoration with. She continued: “Most people will say, ‘Your car is too nice to drive!’ I say, ‘It was meant to be driven.’”
Lisa is a great example of someone who is truly passionate about her hobbies. In fact, this hobby has transcended rather as a complete lifestyle for her. Tesoro is what her dreams look like, embodied in a classic BMW. The average relationship between a person and a vehicle is often seen as a “point A to point B” scenario, but for Lisa, Tesoro is a labor of love. The car is much more than just a car.
Now that Tesoro is finally out of his restorative slumber, you can be certain that Lisa will be seen all over the Bay Area; behind the wheel of her treasure.
Scheduled Feature Car Date
October 7, 2017
Owner: Bert Damner
Car Description by Owner
1964 Porsche 356C
1600 c 88 HP (air cooled) four stroke cycle unit with two pairs of cylinders horizontally opposed arrangement.
.Two dual throat downdraft carburetors.
Lubrication by oil pressure system.
Body and classic are welded together.
Two engines were available…1600 C or 1600 SC
Hydraulic disc brakes and independent torsion bar wheel suspension.
Transmission and differential are arranged as one assembly. Four forward gears are synchronized.
Electrical system, 6 volt,84 amp/ hr.
Weight: full fuel and one passenger,(1010kg) 2222 lbs.,
Engine weight 253 mounds.
Fuel capacity. 12.5 gallons.of which 1.5 gallons are reserve.
Milleage between 20 -30 mpg
I have owned the car since 1983….not a bad investment!
Scheduled Feature Car Date: September 2, 2017
Owner/Buider: Jim Ducoing
Car Descriptions by Owner
The simple shape and proportions of the Cyclops II are stark by design and lend a comical edge to the mindset of Stan Mott and Robert Cumberford as the tales of the Cyclops evolved over the years. The Cyclops story began in 1957 as an entertaining yarn in Road & Track magazine of the alter egos of Stan and Robert traveling across Europe looking for an inexpensive automobile to import to the USA. The Cyclops II design ran counter to the American automotive design trends of the time... longer, lower and wider with four headlights and swooping tail fins powered by V-8 engines. The first Cyclops production run used materials that were in fact Cinzano vermouth signs conscripted from buildings and roadside ad placement. The engine was a single cylinder unit with a multi speed manual transmission. The '1960' Cyclops II was the first year that featured the vented rear quarter panel and other aerodynamic braking technology which were key to the victory at the 24 hours of Le Mans as reported in R&T magazine! This was the first of many Cyclops racing victories and technology advances revealed over the decades by R&T magazine.
Cyclops II Construction
The car was constructed over a 6 month period in 2014 using the construction methods and materials outlined by Glenn Thomas in his book, “How to build a Cyclops.” My example is 10% larger partly to provide more driver and passenger room as well as the necessary foot space to operate the throttle and brake pedals. The original mechanical steering and brake configuration performed poorly during operation due to the 550 pound weight total of vehicle and driver. I therefore redesigned the steering to a rack and pinion unit. I also upgraded the brake system was to a hydraulic dual disc fitted to the rear axle. The Cyclops II is powered by a rear mounted single-cylinder Kohler 7 HP engine which is governed at 4000 rpm. There is a continuously variable transmission unit (CVT) and a simple chain drive to the rear axle. The majority of wheel and drive gear is go kart spec using components that are readily available. The lights, horn and various electric features are fully functional and powered by a small battery that is charged separately since the small engine does not have a charging capability. The Cyclops suspension does not utilize shock absorbers and the ride is hence much like a baby carriage. Top speed is 25-30 miles per hour (GPS verified)
The interior paint and Cinzano logo were incorporated on the inside panels of the passenger area, roof and firewall side of the engine compartment. The oversize single headlight had a vertical trim piece with functioning engine air intake and cooling scoops. Mr. Mott specified that the official Cyclops color was yellow and in most of the story graphics the performance exhaust was usually quite long and ended with a trumpet like flare. I toned down the length of the exhaust somewhat to prevent a tripping hazard. The Cyclops racing team was one of the first to introduce aerodynamic braking, gas/electric hybrid technology, olive oil fuel and a clock spring as a power source. The Cyclops race vehicle had a self-jacking feature for rapid tire changes while an off road model featured hiking boots powered directly from the engine connecting rod. All of this advanced technology contributed to the Cyclops II racing victories. The popularity of the Cyclops II was reported to be on the same order as the VW bug in the Road & Track articles over the years but today only a dozen or Cyclops remain.
Cyclops II Specifications
Length 52 inches
Width 40 inches
Height 50.5 inches
Weight 355 pounds
Engine: Kohler 1 Cylinder
Output 7 HP
at 4000 RPM
Continuously Variable (CVT)
to Chain Drive
Art Work and Illustrations
The art work of Stan Mott can be viewed at <www.sbiii.com/cyclops/cyclops.html>.
Pictures of my vehicle chassis and detail views during the build are located on page 4.
The build information and how to books of Glenn Thomas are available at <wwwcyclops2012.com>
Scheduled Feature Car Date: August 5, 2017
Owner: Derick Teeking
Car Description by Owner
This 1972 Mercedes-Benz 600 Short Wheelbase is number 2,137 of 2,190 short wheelbase W100 sedans manufactured by Daimler-Benz between 1963 and 1981. A total of 2,677 600s of all variants were built during that time. Completed on July 10, 1972, this car’s options included a hydraulic sunroof, a Becker cassette player, and “heat absorbing glass.” It was originally sold in August 1972 to a music promotions and entertainment company at a dealership in Nashville, Tennessee.
I purchased the car in January 2006 on EBay from a collector in Georgia (on a bet while on vacation). My purchase inspiration was the 600 seen in the “Witches of Eastwick” (1987) and a similar one owned by the Marcos family of the Philippines. Living in San Francisco I tend to drive it regularly on weekends when traffic is not as bad. The car has been used in a couple of short-films and photoshoots, including for the now-first daughter and her jewelry brand.
Scheduled Feature Car Date: July 1, 2017
Owner: Ed Gilbertson
Car Description by Owner
SHELBY 427 S/C COBRA CSX4309
Completed by Shelby American Inc. in 2003 with Manufacturers Statement of Origin (MSO) signed by Carroll Shelby on April 18, 2003.
Short wheelbase two door roadster painted sonic blue with black leather interior. Black driver side roll bar, white ceramic-coated 4 into 1 side pipes, engine oil cooler, differential cooler, auxiliary high pressure fuel pump, emergency shut-off and fire suppression control system.
Aluminum body by Kirkham Motorsports, fifteen inch aluminum wheels with stainless steel winged knockoffs, and a 42 gallon competition fuel cell (have installed a Shelby American 28 gallon stainless steel gas tank for street use).
Aluminum 427 cubic inch V-8 side-oiler bored and stroked to 489 cubic inches producing almost 600 horsepower. Four-barrel Mighty Demon track carburetor with cold air turkey pan. Car weighs 2300 pounds and averages 8 miles per gallon. Granted SB100 exemption by State of California
Five-speed manual transmission with 3.54 to 1 rear drive ratio. Rack and pinion steering with four wheel independent suspension consisting of wishbones with coils over telescopic shocks front and rear. Torque is 550 ft. lb. and max engine speed is 6250 rpm.
Driver Impressions: CSX 4309
Don Lee, well known Shelby Cobra guru who has owned and successfully raced 427 S/C Cobras over many years says CXS4309 is one of the best Cobras he has driven.
Ben Maurice Brown, who logged 75,000 miles in two previously owned Shelby 289 and 427 S/C Cobras, recently drove CSX4309 and deems it an excellent Cobra that is very fast and handles very well. He noted that the aluminum engine block in CSX 4309 removes about 200lb of front-end weight compared to the original cast iron block, resulting in a welcome reduction in terminal understeer as well as significantly reduced steering wheel effort at slow speeds.
Owner Ed Gilbertson has had Ferraris and many other sports cars. He loves motorcycles, hot rods, and sports racing cars and says the Cobra is all three rolled into one. If he could only keep one car, it would be Johnny B. Goode, his bad boy rock & roll 427 S/C Cobra CSX4309.
Shelby American is the only American automobile manufacturer to ever win the World Manufacturer's Championship for GT Sports Cars. It was clinched by a 289 Cobra Daytona Coupe. Unfortunately, the more powerful 427 was not homologated by the FIA. Both the 289 and 427 Shelby Cobras won countless races across the world for many years and many still do very well in vintage racing. The 427 Cobra won four Class A USRRC Championships between 1965 and 1973.
The Shelby Cobra has lasting universal appeal and continues to be the most copied car in the automotive world. At least 33 companies in England and the US have built Cobra replicas, usually with fiberglass bodies and engines sources from Ford, Chevrolet and Jaguar. Cobra replicas have a wide range of price, originality and quality. Naturally, Cobra replicas with aluminum bodies, original configuration and Ford 427 FE engines command the highest prices. But the wide price range of Cobra replicas allows enthusiasts multiple options for seeking the thrill of driving a a Cobra at a reasonable price.
Scheduled Feature Car : June 3, 2017
Owner:: Alan and Kathy Pallie
Car Description by Owner
The Hudson Hornet is an automobile which was produced by the Hudson Motor Car Company of Detroit, Michigan, between 1951 and 1954 and then by American Motors Corporation (AMC) in Kenosha, Wisconsin, and marketed under the Hudson brand as a rebadged Nash between 1955 and 1957.
The first-generation Hudson Hornets featured a functional "step-down" design with dropped floorpan and a chassis with a center of gravity lower than contemporary vehicles. This helped the car handle well – a bonus for racing. The Hornets were powered by a 308 cubic inch flathead 6 cylinder engine, the largest 6 cylinder engine in any American production car. The car's unique, low slung appearance and silky handling earned Hudson an image that – for many buyers – eclipsed luxury marques like Cadillac."
Alan Pallie’s 1951 Hudson Hornet Story
This car was originally purchased by Mr. Valley Roberts for his wife, Mora, of Yamhill, Oregon, on January 13, 1951, from Halvorson Motors in Hillsboro, Oregon.
The Roberts had several cars. They used this green Hudson, their favorite vehicle, for special occasions.
Upon Val’s death in the early 60’s, Mora drove the Hudson into their car barn, closed the WWII blackout curtains to block out sunlight, closed the garage doors and sealed the gaps in and around the doors. The car was not used again until her death in the 70's. At that time the Hudson had 12,000 miles.
At some point in time, the Roberts family had taken in a field hand named Theodore Rannow, who worked on their ranch until his death in march 1990. A provision of the Roberts' will gave Theodore the right to live on the ranch and have full use of, but not ownership of, all of the ranch equipment, including all rolling stock.
Theodore never used Mora’s Hudson.
The executor of the estate, Mr. Zane Wood, sold three vehicles including this Hudson in March 1990, to Gene Baxter of Newberg, Oregon. Mr. Baxter was primarily interested in another vehicle, but kept the Hudson in its original condition until it was purchased by Alan Pallie of San Rafael, California, in March 1995. At this time, the Hudson had 13,663 original miles.
Because this Hornet was stored in a darkened garage, there is very little uv damage to the rubber parts including the original tires, (which have since been replaced). The car was originally painted with lacquer, and some paint cracking and minor deterioration had occurred over the years. The car is rust free. The present owner rechromed the grill, and in 1998, after careful deliberation, had the car repainted in the original color. The intent is to keep the green hornet as originally perfect as possible.
Owner : Stephen Block
Feature Car: May 6, 2017
Car Description by Owner
A brief primer on the Twin Cam MGA
Gone but not Forgotten
By 1952 Europe was just returning to its pre-war industrial potential. Even though Great Britain was victorious in WWII, it had been hit was particularly hard by crippling wartime losses to its merchant marine. Britain, an island nation, needed a free flow of imports, exports and capital. In order to boost the British automobile industry, with government assistance the two largest automobile manufacturers, (Nuffield and Austin) merged to form British Motor Corporation (BMC). At that time BMC’s primary offering for export was the MG TD, a stodgy, underpowered and uninspiring sports roadster. The MG TD and TF (both designed in the 30s) were now being viewed as anachronisms unable to survive in a post-war world. In 1955 BMC debuted their latest design; the MGA 1500.
Three years later (and after selling over 101,000 MGAs) the factory offered a new, high-revving DOHC 4-cylinder engine which could be mated with the MGA 1500 chassis. This completely new motor (now 1,588 c.c.’s) as well as a newly modified chassis became generically known as the Twin- Cam MGA. Of the 101,008 MGAs of all types manufactured from 1955-62, only 2,111 were Twin Cam variants. Most of these were considerably more expensive.and were used primarily for racing.
The Twin Cam initially received favorable accolades from the European motoring press; the American press however, saw things differently. Issues with the new Twin Cam motor were endemic and breakdowns were not uncommon. In actuality, the Twin Cam was quite successful in “club” racing and was nearly unbeatable in its class, if it finished the race. It is a pity that the MGA Twin Cam is now remembered more for its vices than its virtues. Some of the problems with the Twin Cam motor included:
· A 9.9 to 1 compression ratio required use of 100 octane fuel at a time when it was generally unavailable; especially overseas where 88% of all Twin Cams were sold.
· Under the hood the Twin Cam motor occupied the entire space which made simple adjustments difficult to perform and not infrequently required removal of the motor
· Front shock absorbers were rated virtually useless after about 1500 miles causing premature front-end vibration and scuttle shake.
· Poorly designed heads led to cylinder distortion and overheating problems.
· Constant over-revving by enthusiastic drivers, led to bending of valves as well as holing of pistons.
· SU carboretors and intake manifolds Carburetors were not properly integrated leading to float bowl frothing and worse
IN due course the factory solved the problems with the Twin Cam motor, but it was too late;. The word was out and well documented, the damage had been done and the reputation smeared. By word of mouth alone, Twin Cam sales fell precipitously; depressing not only the sale of Twin Cam MGAs the but also the sale of standard push-rod MGAs . In retrospect these negative conclusions appeared to be unduly alarmist since at that time nearly all British sports car sales were also at a low ebb. Regardless, and with the new MGB waiting in the wings, the BMC Board of Directors unanimously voted to terminate all production of the MGA Twin Cam.
The MGA Twin Cam shown at Biscotti and Cars is one of three delivered to Texas in the late 1960s. No significant racing history has been discovered for this car The current black paint and forest green leather interior matches the original colors looking as if just off the boat. This presentation is a faithful example of the MGA Twin Cam visage; it’s looks being matched only by the enjoyment of its driving experience.
MGA Twin Cam Summary
· Production dates - 1958-1960 ·
- Weight in racing trim - 2,100 ± lbs .
Twin Cam Motor Specs
· 1588 c.c., 4 Cylinders in line
- Aluminum twin-plug head
- 9.9 to 1 compression ratio
· Maximum bhp: 107 @ 6,500 RPM
Factory modifications as fitted here
· Dunlop “D Jaguar” perforated disc wheels
· 4-wheel Dunlop disc brakes
· 5-speed transmission
· Low profile windshield
· External fuel filler
R.I.P MGA Twin Cam
Owner: Peter Irlenborn
Feature Car: April 1, 2017
Car Description by Owner
!937 Bugatti Type 57C Ventoux - #57664 – Believed to have been a Bugatti demonstrator at the 1937 Paris Auto Show. Subsequently retained as a factory demonstrator in Paris. Awarded the Elegance in Motion Trophy at Pebble Beach in 1998. Professionally restored to concours standards.
Powered by a 210 HP, 3,3 liter supercharged DOHC inline eight-cylinder engine, dual overhead gear driven camshafts, four-speed manual transmission, solid front axle with semi-elliptic leaf springs, and live rear axle with quarter-elliptic leaf springs, and four-wheel hydraulic drum brakes. Of particular interest is the fact the engines of all the Type 57's and other Grand Prix Types, had no removable cylinder-heads, as the head-gasket materials of the time were notoriously unreliable. The Type 57engine block and head were one uncompromising solid casting whichallowed great success in the racing events of the period since no head gasket failures were possible.
This is an example of Bugatti's most celebrated Supercharged road cars. It's ironic that Ettore Bugatti's most successful Le Mans car was intended as a Grand Prix Routier, not an out-and-out sports car. Designed by his son Jean, the Type 57 used the eight-cylinder twin-overhead-cam engine of the Type 49, but with timing gears rather than chains. The prototype Type 57 had transverse-spring independent front suspension, but Le Patron demanded a return to the traditional beam axle for production cars. The model was introduced in 1934 and became the sole offering in 1936 until hostilities started in Europe. A lowered chassis model, Type 57S, with "V" radiator, and dry sump lubrication was available, and both could be had with a Roots-type supercharger, in which case a "C" suffix was used. With supercharger, these lowered cars were called Type 57 SC's. The so called "Tank" versions of the 57C, named for their ungainly utilitarian bodies, won the French Grand Prix in 1936, and Le Mans in 1937 and 1939. In all, 684 Type 57's were built, just 96 of the 57C's with supercharger "C".
The Type 57 was originally offered in four body styles, three of which were named after famous mountain peaks in the Alps: Galibier, Stelvio, and Ventoux. The fourth style was a three-seat open touring car, the third seat positioned in the rear crosswise. That style was called Aravis. The four-seat, two-door Ventoux body was heavily influenced by sketches for the Type 50; with its Profilee style. The Ventoux was easily recognizable by its sharply raked windshield. Unlike the Stelvio, which was commonly outsourced to various coachbuilders, the Ventoux had been designed in-house by Jean Bugatti himself. In addition, the sylphlike Atlantic and Atalante coupes evoked oceanic themes and Greek mythology.
Racing driver Rene Dreyfus tested a Type 57 for Motor Sport shortly after its introduction. "Delightful cars, these," he said. After a fast run to get the oil circulating, he opined, "First of all, notice the flexibility, decelerating to 10 mph in top gear". Now the smooth pickup, as he put his foot down hard. He easily reached 95 mph, then took the car through a 60-degree bend at 75 without reducing speed. The brakes were found extremely efficient. Sir Malcolm Campbell had a new type 57S two-seater. Soon after taking delivery, he wrote, "It is an absolute joy to handle, and although it is designed for really fast touring, it is amazingly tractable in London traffic, which is unique for a car of this type. Its chief characteristics are superb road holding, really brilliant acceleration and very powerful brakes. Bugatti cars have always been noted for their stability and this model is certainly no exception. It is probably the fastest standard sports car on the market today, and without doubt one of the very safest."
Chassis number 57664, had a no-expense-spared, full body-off, concours-quality restoration in the mid-1990s, performed by Bugatti specialists, Ivan Dutton Ltd. of Aylesbury, Buckinghamshire, England. It was demanded that the car not only be absolutely perfect cosmetically, but it also had to function flawlessly. Accordingly, the Bugatti was authentically restored mechanically to better than new condition. After completion of its world-class restoration, the car was invited to compete at the 1998 Pebble Beach Concours d'Elegance. The owner at that time, confident in the mechanical prowess of his vehicle, participated in the first ever Pebble Beach Tour d'Elegance and was awarded the first ever Elegance in Motion Trophy by the Pebble Beach Concours d'Elegance judges. It has been fastidiously cared for and driven only sparingly since then.
Feature Car: March 4, 2017
Owner: Rene Rondeau
Car Description by Owner
VWs are in my blood, ever since I learned to drive in my father's two-year-old 1962 Beetle. I was one of the first enthusiasts to hunt for early VWs -- in 1966 I restored a 1950 split window Beetle, which I drove through my senior year of high school, and summers home thereafter. It appeared it Foreign Car Guide in 1967. Over the past 50 years I've owned a 1966, 1957, 1962 Karmann-Ghia, 1973 Sport Bug (which I bought brand-new), a second 1950, and now a 1954.
Factory records show that this Deluxe Sedan was built on June 14, 1954 and imported by Riviera Motors in San Francisco. It is one of only 6,614 VWs sold in the US in 1954, at a list price of $1,495.
The first authorized imports of Volkswagens began in 1950 but sales in the US during the 5 years from 1950 through 1954 were minuscule, amounting to a paltry 8,847 in total. Demand for VWs only started to take off after the incorporation of Volkswagen of America in 1955, when US sales jumped to 31,000. Imports grew rapidly thereafter and by the early 1960s well over 100,000 a year were coming to this country, peaking at 570,000 in 1970. Sales plummeted over the following years and the last air-cooled VW Beetle in the US was sold in 1979.
Feature Car: February 4, 2017
Owner: Victor Garlin
Car Description by Owner
The XK120 was introduced by Jaguar at the 1948 Auto Show at Earl's Court, London. Called the "120" because it reached that speed in test runs, its stunning lines and beautifully appointed interior caused an immediate sensation. The first 240 cars were made with a steel chassis, a wood frame, and an all-aluminum body. Thereafter, the remaining XK 120 cars had a steel body, except for the doors, the boot lid, and the bonnet, which remained aluminum. It has a fully independent front suspension, with upper and lower wishbones and longitudinal torsion bars. It is powered by a 3.4 liter,
in-line six-cylinder, double-overhead-camshaft, with twin SU H6 carburetors which developed 160bhp @5000rpm. It has a four-speed Moss gearbox, a 3.77 differential, and drum-brakes.
The color of this car, Jaguar Bronze, was the same color Jaguar chose to display its XK120 at Earl's Court. Wire wheels were available from 1952 on, but for some reason the bronze color was discontinued after 1952. This car, serial number S672898, was one of the last XK120s to have chrome sidelights, and no directional signals. According to its Heritage Certificate, S672898 came from the factory to the Hornburg dealership in Los Angeles with a bronze exterior, a two-tone tan and biscuit interior; it is now trimmed in tan only. The rare Lucas PF 770 headlights and the Lucas driving lights are original, and correct, for this car. Its California license plate, 9G 298, a correct year of manufacture plate, is permitted by the California Vehicle Code. Its current 2016 registration is indicated by attached tabs.The XK120 was produced between 1949 and 1954, when it was superceded by the XK140 , and then by the XK 150 in 1958. In 1961 Jaguar introduced the XKE, a different breed of cat altogether
This car was purchased in 1968 by Berkeley resident the late John Hewitt, while he was still a high-school student. John was a free-lance astronomer who had an experiment on the Hubbell Space Telescope, who earned a meager living as a docent at the Lawrence Hall of Science in Berkeley. John had begun the restoration process, completely dismantling the car and storing it in a commercial garage in Oakland. I once offered to buy the car from him when he said he lacked the money to do the restoration. "I'll kill myself before I'd sell that car," he responded. During the Christmas season of 1999 John's landlady presented him with an eviction notice; he responded by setting his house on fire and taking his own life. His neighbor told me that shortly after his death a pickup truck took all the car parts that were stored in the basement except a completely stripped engine block, which was too heavy to lift.
A year later, I received a phone call from a garage in Oakland asking if I knew where John was, as he owed the garage $2200 in storage fees. I drove to the garage to find John's car as a body on a chassis, that's all there was .When I asked the garage owner how he knew to contact me he showed me a card that John had written which said, "Here is $300 on account for the rent. If you don't hear from me in three months phone Victor Garlin at 524-1122. He may be interested in buying the car. This was John's legacy to me.
I made inquiries at the Lawrence Hall and found out that there had been a memorial meeting there organized by John's sister. I contacted her about John and his car. I told her that I would pay to restore it as John would have wished and she agreed to sell me car on that condition. It took over ten years to find original parts and have the car refinished in its original Jaguar Bronze color. My wife and I did all the assembly work, with the matching-number engine-block machined by Star Machine of Emeryville and the period correct head machined and by Norman Racing of Berkeley.
I tried to make everything in this car correct, but I view it as a driver, rather that a show car.
It has twice been shown at Hillsborough.
The sad news is that I have not been able to locate John Hewitt's sister to show her that I fulfilled my promise to her, and to John's legacy. But I have the satisfaction of knowing that I did as I promised.
Owner: Robert LaMar
Feature Car Date: January 7, 2017
The Morgan "FlatRad"
It all began in 1936 when the Morgan Motor Car Company, after more than 25 years of manufacturing three-wheeled cycle-cars, announced their new car called the Morgan 4/4
. . . four cylinders/four wheels. The basic design of Morgan's original 4 wheeled car was destined to became iconic as it remained unchanged for the next 17 years! The featured 1953 Morgan represents that design. It is called a "FlatRad", which references the flat radiator grill.
While the exterior design of the original 4 wheeled Morgan roadster remained the same, there were inevitable mechanical changes being made. After 13 years, in 1949, when the Morgan 4/4's 1173cc, 38hp, Coventry Climax engine from the Standard Motor Company was no longer available, Morgan moved to the more powerful Vanguard 1.8 litre engine . . . and so was born the "new" Morgan model christened the "+4", reflecting the increase in horsepower. Eventually, an even larger 2080cc Vanguard engine producing 68 horsepower was used.
In addition to the more powerful engine, the new +4's unique sliding pillar front suspension was improved, the frame was strengthened, and Girling hydraulic brakes were fitted on all four wheels. The top speed of the +4 was 85 miles per hour with a zero to sixty time of 17.9 seconds. The new model was an instant success as far as Morgan was concerned as an average of 300 "FlatRad"+4s were sold in each of the following 4 years.
The featured 1953 Morgan +4 roadster is a classic example of the last iteration of the iconic 1936 "FlatRad" design. In 1954, Morgan modernized the body style and adopted the more familiar "waterfall" grill which is still in use today.
This car, among the first Morgan +4s sold on the west coast, was originally purchased by Clate Meredith, a resident of Mill Valley who used the car as his daily driver. He could be seen crossing the Golden Gate Bridge, rain or shine, to his office in San Francisco for over 20 years. (It was rumored that he never put the top on once in all that time.)
This "all-numbers-matching" car was featured in the well-known book The Survivors: Postwar MG & Morgan, part of the The Survivor Series. In 1997-1998 the car underwent a frame off restoration to factory specifications and was shown on the green at Pebble Beach in 1999 in recognition of Morgan Motor Company's 90th anniversary. In 2010 the car was judged "Best Morgan" by Charles Morgan at an exclusive Morgan only Concours held at the Carmel Mission during Monterey week.
The car has just completed a "refreshing" which included rebuilding the drive train, body off re-spray, and refurbished interior and weather equipment.
This 1953 Morgan +4 currently resides in Half Moon Bay, CA and is driven on a regular basis throughout Northern California.
Owner: Allan Satterlee
Feature Car Date: December 3, 2016
Car Description by Owner
1989 Mondial t Coupe #82587
Black / Tan
In September 1999 Claudia and I spotted the 1989 Mondial t Coupe in the lot of Ferrari of Los Gatos, California. We had been looking for a special car to enjoy spirited drives. During the test drive we were convinced that the Mondial t Coupe was the car for us. The first owner logged in 6,000mi during the first 10 years so the car felt very fresh when delivered to us. The car is now approaching 50,000mi
A well balanced GT 2+2 3.4L mid-engine. 43 USA versions delivered only in 1989. We have entered it in multiple Ferrari Club of America events including winning the clubs highest achievable award possible “Coppa GT” in 2004 at the Ferrari International event Monterey, CA.
Most recently in January 2016 we have had a major service completed including tires and brakes. The car drives so nice and we have logged in 5,500mi of our spirited driving in the last 8 months.
We enjoy the trunk space, rear seats fold down for luggage and strapped, full size spare wheel and tire under the bonnet, the leather interior always smells and feels fine Italian, sound system for Claudia’s play list, gated 5 speed.
Honored to be the Biscotti and Cars Feature car on December 3, 2016. After 17 years of owning and driving the Ferrari Mondial t Coupeit becomes more special to us every day.
Owner : Matt Kelleher
Feature Car Date: November 5, 2016
Car Description by Owner
Always admired the Panteras thru the window of the Lincoln Mercury dealer's window as a teenager; what was this car doing there ? Shared my admiration w friends over the years. Out of the blue; Randy from Stockton called me to say a friend had several cars (including two Panteras); would I like to take a look ? I arrived at the construction storage warehouse and spied the car among the heavy equiptment. The car was yellow in good condition but someone had taken it completely apart ! All the parts were jammed into milk crates with the engine and interior piled on top. After we settled on a price, I told Randy that I would "have to pay someone to take it all apart". A week later he called me and said that he and his wife had decided to buy and restore the car. I was not happy but displayed nothing but good wishes for them; knowing Randy had a history of "over committing". Six months later he called and offered me the car for what we agreed prior. I went to Stockton with a big truck and towed all the parts, body and engine home. A three year process to get this car redone and on the road ensued.
The car is a very desirable 1971 "Pre L" model with the split bumpers front and rear. After researching the original color (yellow); I also decided to black out all the chrome. Literally, every nut and bolt and part has been refurbished on this car. While trolling for Porsche parts on Co Part; I found and bought a wrecked 1972 Pantera with extensive front end damage (luckily these are mid engine/transmission cars). The engine was extensively redone; and many parts were good. My car has this engine (a 406 stroker built by McLeod Enterprises in Maryland w many trick parts). Five speed ZF transmission was rebuilt totally by Floyd Gilfoy in LA. A word about the Pantera Club (POCA): never have I encountered a more involved group of car nuts !! Every and anything I need to know, find, or do to the car was available thru these fanatical members. Especially helpful was Mike Drew (good SF city boy from the wrong High School); could not have done it without him !! Tom Galli was always there to encourage; suggest; advise. With their help; I've totally refurbished this lovely car # 2524. On the road since June of 2016; I'm still sorting and tuning this beast; having great fun as I do.
Owner: Doug Dolton
Feature Car Date; October 1, 2016
Car Restoration Description by Restorer
Cars have long been an obsession of mine. Ibuilt and collected models from the time Iwas eight years old. By the time Iwas ten, Iwas fantasizing about British cars. High on that list were the MGTC and the Triumph TR3. Growing up in Detroit in the '60s,Ididn't see a lot of foreign cars, but I do remember theIsettas,Simcas, Fiats, and English Fords. However,even though the AD016s were the best selling cars in England at the time, I don't recall seeing them until the Austin America became popular.
I bought my first car as a senior in high school. While my friends had Mustangs, Corvettes,and GTOs, Ifell in love with the first Austin Healey Bugeye Sprite I saw. I bought it immediately and owned it for 29 years. When I finally sold it, I quickly replaced it with another one, which I still have.
In February '06, I was looking for a car for my oldest daughter. She convinced me that she'd like a car like my 1970 Mini. Then, while trolling Craigslist, Icame across a 4 door MG 1100. Ithought it might be a good car for her and, before long, it was in my driveway.
After many years of experience with A-series engine cars,I felt pretty good about making this one a driver. However,what I hoped would be a quick project turned into two and a half years of restoration work.
I've been on British car discussion groups since the mid 90s, so one of the first things I did was to find one dedicated to the MG 1100. Ihad discovered Todd's Austin America website as well. The wealth of information on his site quickly led me to solutions and tools like the home built Hydrolastic pump. I remember the day I pumped up the totally flat suspension. What fun it was to watch the car rise with each pump like a magician's trick. Once the driver's side was raised, I switched topump up the passenger side. I was close to having the car at the proper level when a sudden release of pressure dropped it back to where Istarted. A quick look underneath revealed the problem - the hydro line had burst. Upon closer inspection, I realized some significant rust had weakened it about midway.
About that same time I noticed that the angle of the right rear wheel looked a little peculiar. Closer inspection showed the axle was slightly twisted. Figuring the gas tank would need to be flushed and the brakes would need to be rebuilt, I went ahead and dropped the entire rear subframe and began refurbishing all the components and the underside of the body.
I should mention this car had one very peculiar feature. At some point in its life, someone had replaced the left rear quarter panel with one from an Austin America.
This didn't bother me at first, as the concept initially was just to make it a driver, but now that I was entering "restoration mode," it wasn't acceptable to me. As good fortune (??) would have it, Todd had suggested I check with Aaron Anderson,as he had several parts cars. Aaron did supply me with a rear fender and my local body man spent a couple weekends drilling out the spot welds of the old fender and we fitted the donor inner and outer wing.
After a lot of hard work getting the entire rear subframe back together and installed, the car was starting to look respectable. I had already cleaned up and repainted the engine in its correct color,and my next challenge was to get the front brakes in proper working order so it would be driveable. My son and I pushed the car into my garage so I could make some decent progress with it. But I was about to receive some bad news.
Upon removing the front wheels, I noticed a wobble in the right hub. Iremoved the hub nut and what came off was a kludged repair of a stripped axle spline. Four round pins had been driven into grooves in the axle and hub. This is just the sort of thing you find on these orphan cars. William Fox came to my rescue with a set of front hubs and axles from a soon-to-be-scrap-metal '71 Austin America. This episode once again pushed me over the edge of my "gotta-be-done-right" mentality. So the entire subframe was removed, the engine withdrawn, and suspension disassembled . Once again everything was cleaned to bare metal,rust proofed and repainted. With everything out,the engine bay was just begging for a proper clean-up and re-spray. Once again,everything was stripped to bare metal and repainted. No small job, but a must for how I like it done.
With the engine out, Todd had alertedmetopayspecial attention to the primary gear thrust washer. A check of the end play dictated that a new thrust washer was indeed required and soon the engine with its new flywheel and clutch were back together. I assembled all the refurbished suspension, re-installed the engine into the repainted sub frame, jacked up the whole car high enough to roll the whole business underneath and lowered the car in place.
What a pleasure it was to have the car back on four wheels for the first time since it came into my possession. By now it was November 2007 and nearly two years had passed since Istarted this project.
The next few months involved getting the dash, heater interior and some bodywork done. My friend Doug, who's had a Morris Mini for years, had been watching my efforts for at least a yearand apparentlyhad an itch for anotherBritishcar. With thecar mechanically complete and beginning to shape up cosmetically,he decided it was a good time to take over finishing the car. I got Doug an estimate to have the car painted in the color of his choice and a deal was soon struck. The paint and bodywork were completed by Rich's Body Shop in San Francisco. Rich goes back to the early days of the Morris Minor Club in San Francisco and has painted many British cars in his time. Within a couple of weeks, the car was back from the shop and looking fantastic. Doug took over finishing the cosmetics and, with a little help from me,re-installed the windscreens with new front and rear rubber seals as well as new fasteners for the chrome trim. Recently, he finished attaching the chrome trim and just has some interior bits to finish. The only thing really needed for the car now is a good rear bumper and a decent set of hubcaps.
Once again, I have somehow saved another orphan British car from destruction. Many have remarked that this MG would have likely been parted out or crushed in someone else's hands. Ihave to give a great deal of thanks to the AD016 enthusiasts around the USA and the world for their contributions, both for material support and advice. Someday, 'll have to learn to turn a blind eye to such demanding projects, but in the meantime,it's nice to see it running about the neighborhood occasionally and know it's it in good hands.
Owner: Donald Barnes
Feature Car Date: September 3, 2016
Car Description by Owner
The name Eldorado was given to a special 1952 Motorama
show car marking Cadillac's Golden Anniversary. The name
came from in-house competition won by Mary-Ann Marini
(nee Zukosky.) It invokes the legendary "City of Gold",
a place of great wealth and luxury. BIarritz is a luxurious
French seaside resort popular with tourists and surfers.
The 1958 Cadillac Eldorado Biarritz is an enormous,
imposing automobile. For the era, it is elegant and subdued.
It is powered by a 365ci V8 engine with triple two-barrel
carburetors which develops 335 hp. The interior utilizes
the finest materials and boast a full list of every comfort
and convenience which Cadillac designers could conceive of.
This car is one of 815 manufactured in 1958
Owner: Rand Wintermute
Feature Car Date: August 6, 2016
Car Description by Owner
Rand Wintermute’s 1962 Porsche Super 90 Factory Sunroof Coupe is an "All-Numbers Matching" very rare Coupe (Estimated by PCA to be only 1 of 9 left in the world), with it's original color "Champagne", Original Tool kit, and the rare electric factory Sunroof. Still a 6 volt system as new, with very rare RUDGE wheels. Previously owned for 30 years by the late Shepperson Adkins, founder and President of 7 PCA Clubs throughout the USA. The car will be shown at "Carmel-BY-The-Sea" Concours, the Rennsport Reunion, and the Pacific Grove Concours & Rally during Pebble Beach week. The car's nickname is "Bubbles" due the color, Champagne.....: August 6, 2016
Owner: Steve Plath
Feature Car Date: July 2, 2016
Car Description by Owner
The Daimler Motor Company is the oldest British automotive company. Not to be confused with German Daimler, engineer Frederick Simms bought the rights to sell Gottlieb Daimler’s patented marine engine in England in 1891 under the name of F R Simms & Co. Simms, due to restrictive British law, was unable to promote English motoring and in 1893 sold the Daimler manufacturing rights to a syndicate headed by Harry Lawson. This syndicate changed the company’s name to Daimler Motor Syndicate Ltd and shortly thereafter The Daimler Motor Company. In 1898 Daimler became the official car of British royalty after the Prince of Wales, later King Edward VII, was given a ride in one. As a result Daimler became known for large stately sedans and limousines and for many years was the choice of British royalty.
Edward Turner, long time engine designer with BSA and Triumph motorcycles and now executive with Daimler, was tasked with designing a V8 to put in their big saloons. V8’s were uncommon in the British market so Turner, taking his clues from American V8s as well as his experience with motorcycle engines, designed what has been described as a jewel like 2.5 liter V8 engine. The SP250 arose out of Daimler’s desire to enter the lucrative sports car export market in the 1950s and with this engine could advance their proposed sports car project. Intending to appeal especially to the American market, a committee designed a swoopy finned body to go with the little V8. The design, which has been described as looking like an “angry catfish”, is not everyone’s cup of tea and bears a striking resemblance to the Packard Hawk which came out 1958 a year before the Daimler.
The Daimler SP250 originally called the “Dart” was built from 1959 to 1964 with a total production of 2,654 cars. They officially dropped the name “Dart” after Dodge threatened to sue saying they owned the name. The car included disk brakes at all four corners and a fiberglass body. Total weight was 2090 lbs and with the 140HP engine gave the car a very good weight to power ratio and excellent performance for its’ time.
In 1960 Jaguar bought Daimler from BSA Group and anticipating the introduction of the Jaguar E-Type in 1961, put little effort into the SP250. Production was stopped late in 1964 although not before one prototype SP252 model was built, which is still in existence.
This car is a very late 1964 model and according to The Daimler and Lanchester Owners’ Club Ltd. is the last car exported to the USA and is also thought to be the car pictured in Brian Long's book, Daimler V8 SP250 which he mistakenly described as the last SP250 built. It was delivered with every extra Daimler offered such as chrome tail pipe extensions, adjustable steering wheel, reserve fuel tank, hardtop, soft-top and others. This car has only had three owners and has less than 70,000 original miles on it.
It has been repainted and a new interior installed to match the original colors.
ENGINE: V type, eight cylinder, water cooled, OHV, Bore 3", Stroke 2.75", Capacity 153 cubic inches (2.547 liters) Single high camshaft operated valves through short alloy pushrods. Double heavy duty valve springs. Aluminum alloy hemispherical cylinder heads. Stiff 5 main bearing crankshaft, dynamically balanced. Compression ratio 8.2:1 Twin SU carburetors. BHP 140 @ 5800 rpm. Max Torque 155 ft·lbf at 3600 rpm. SU electric fuel pump.
IGNITION: Coil and distributor with auto and vacuum control.
LUBRICATION: Submerged gear type oil pump. Full flow filter. Sump capacity 1.75 US gallons.
COOLING SYSTEM: Pressurized radiator with fan, pump and thermostat control.
TRANSMISSION: This car has a 4 speed TR6 transmission with synchromesh on all four gears and overdrive.
REAR AXLE: Hypoid bevel 3.58:1
STEERING: Cam type.
SUSPENSION: Independent front with coil springs. Half ecliptics at rear. Oversize dampers.
BRAKES: Discs on all four wheels, hydraulic operation.
Owner: Anthony Bonino
Feature Car Date: June 4, 2016
Car Description by Owner
2011 Audi R8 Spyder V10 FSI Quattro
Vehicle: Mid-engine, AWD, Soft-top
Engine: 5.2L/525hp/391lb/ft dohc 40 valve V-10
Transmission: Manual 6 Speed
Weight: 3800 lbs.
0-60mph: 3.7 sec.
The R8 Coupe received the Motor Trend "Best Handling Car" Award. The R8 Spyder, due to a reinforced space frame which adds only 13lbs., provides the same award winning performance. as the coupe. Being a Quattro the R8's steering is heavier than a 458 Ferrari but this car corners on rails. Different shock settings allow the driver to feel the road or glide over the bumps. The Pirelli P-Zero's remain glued to the road.
The German designers laid out a perfect interior. The ergonomics make the cockpit extremely comfortable with an excellent view of the instruments which are very easy to read. The seats are extremely comfortable. The convertible top retracts in 19 seconds while moving up to 31 mph.
The engine absolutely screams after 4000 rpm on its way to the 8700pm redline. Together with the gated six speed manual it is easy to shift your way up to 193 MPH.
The front hood covers the luggage area. Space is sufficient for a weekend getaway for two but plan on renting your clubs.
Overall the Audi R8 V10 Spyder is a very fun car to drive, with lots of horsepower and a great high pitched sound. Enough to get your adrenaline going.
Owner: Geoff Wise
Feature Car Date: May 7, 2016
Car Description by Owner
Lotus Sevens were produced from 1957 to 1973 through four model series. This car is a series 2 model produced by Lotus Components of Chestnut England, of which approximately 1300 were made. The Series 2 Super 7 came with an array of BMC and Ford drivetrains ranging from 948-1600cc. In 1973 Caterham obtained the rights to continue production of the Lotus Seven and continues to make nearly the same car to this day.
The Lotus Seven was offered as assembled cars or a kit (referred to as complete knock down or CKD) which circumvented the heavy tax surcharge on cars at the time. The tax rules stipulated that assembly instructions could not be provided; instead dis-assembly instructions were provided that the builder could follow in reverse.
In order to keep costs low, many of the components were scavenged from other cars of the period. The rear axle was sourced from a Triumph Standard 10 and uprights and steering rack were Triumph Herald items. Chassis were braze welded with high-strength nickel-bronze and has with a formed aluminum skin. The series 2 cars featured glass fiber wings (fenders) and a nose. Many cars, including this one, were supplied to the US with flared front wings instead of cycle fenders because US racing bodies at the time would not allow cars with cycle fenders.
This particular car was purchased out of Texas as a tired vintage race car. After purchasing the car, I had the chassis repaired and removed the racing motor and dog-engagement transmission and stored them for use at a later time. The car has a 1500cc block bored and stroked to 1700cc with an uprated cam and dual Italian 40 DCOE Webers. A dry sump oiling system improves oil starvation and ground clearance. Period correct Minilite wheels are fitted with Dunlop racing bias ply tires. A Brooklands windscreen is used to improve drag and wind buffeting caused by the standard windscreen. Lightweight components and a minimalist approach offset a heavy-duty rear axle and stiffened chassis to achieve a 1000 lb overall weight.
The driving experience is phenomenal. Acceleration is brisk and steering is direct while hard compound bias ply dunlop racing tires offer high slip-angle cornering. Top speed is limited by drag, followed closely with gearing. Proximity of the exhaust and the lack of windshield require the use of hearing and eye protection respectively, but make the driving experience visceral and enjoyable without dilution of practicality.
Owner : Garrett Bouton
Feature Car: April 2, 2016
Car Description By Owner
1939 Jaguar SS-100 Roadster
The SS-100 has taken its place among the greatest automotive designs. The long hood, low stance, sweeping fenders, large headlamps, cut-downdoors, folding windshield and wire wheels blend intoxicatingly to create the quintessential British roadster. With its low weight and 125 horsepower from the 3,485 cc, dual-carburetor, straight six engine, a 100 mph top speed was achieved, which was breathtaking for the time--and led to car's SS-100 name. In 1939, as World War II broke out, S.S. (Swallow Sidecar) Cars Ltd. the builder of Jaguar cars was forced to abandon car production and begin making war materials. This car with chassis 39100 was one of the last of the SS cars built. It has a long history of successful rallying. The car is extremely rare with only 116 of the largest 3 1/2 liter models built.
Owner: Ben Maurice Brown, MD
Feature Car Date: March 5, 2016
Car Description by Owner
The Z06 model is the ultimate performance model of the current C7 Corvette lineup. The Z06 has a number of unique features not found in the base model and high-performance Z51 model Corvettes, including a supercharger, bodywork 2.2 inches wider in front and 3.3 inches wider in the rear to accommodate wider tires, larger steel brakes and a variety of special high performance enhancements to the engine, chassis, suspension, electronic liimited slip differential, magnetorheologic shocks, and engine management system electronics.
The Z06 has the 6.2L LT4 engine with aluminum heads and block and an R 1740 Eaton supercharger spinning up to 20,000 rpm located in the vee between the cylinder banks. The pushrod LT4 engine with 2 valves per cylinder and a central supercharger was selected since this engine is relatively low and narrow which benefits the Z06 with a low center of gravity, a low hood and optimized front suspension design. The Z06 engine has direct fuel injection, connecting rods made of fused, powdered metal, a forged-steel crankshaft, titanium intake valves, hollow sodium-filled exhaust valves and a dry sump lubrication system holding 10.5 quarts of Mobil 1 oil. The Z06 engine generates 650 hp at 6400 rpm and 650 ft lbs of torque at 3600 rpm.
Though aftermarket tuners have extracted considerably more power from the Z06 engine, the peak HP target for the stock Z06 engine was set at 650 to maximize reliability which permitted offering a 100,000 mile basic drivetrain warranty.
The stock Z06 engine provides robust low and mid-range torque and generates approximately 490 ft lbs of torque at 1200rpm which markedly enhances uphill acceleration and acceleration out of low speed corners. Massive torque at low rpm also allows low rpm driving under most everyday driving conditions in town and on freeways. For example, at 70 mph highway speed, engine revs are only 1300-1400 rpm in 8th gear.
The 8-speed 8L90E automatic transmission (AT) is a torque converter design of compact size which provides smooth shifting at low speeds in town, lightning fast up and downshifts during spirited driving and can withstand the stresses of massive engine torque. The eight gear ratios in the AT are more closely spaced than the gear ratios of the alternative 7 speed manual transmission. As a result, acceleration is faster with the 8 speed AT than with the 7 speed manual. Chevrolet reports a 0-60 time of 2.95 sec and 1/4 mile time of 10.95 sec with the 8 speed AT compared to 3.2 sec and 11.2 sec with the 7 speed manual transmission. Furthermore, the T87 learning computer for the AT is so advanced that the fastest lap time recorded by the Z06 on the Chevrolet test track was achieved when the factory test driver did NOT touch the paddle-shifters and had the T87 computer control all upshifts and downshifts. For 2016, a second auto transmission cooler was added to Z06 models with the 8-speed AT to enhance transmission cooling during track use. And the AT is smooth and flawless in traffic jams.
Slotted disc brakes are steel 14.6" front and 14.4 rear which generate some of the shortest stopping distances on record for any street car. Car and Driver reported a 70-0 stopping distance of 128 ft (compared to 135 ft for a Porsche GT3.) Larger ceramic brakes are available with the Z07 track package for the Z06 which also features short-lived, dry-weather-only slick race tires, a taller rear spoiler, a much stiffer race suspension and unforgiving competition seats. Hence the Z07 package is great for the track but poorly suited for street driving, especially for long car trips.
The Z06 engine, transmission and electronic differential have multiple selectable modes including Wet, Eco (runs engine on 4 cylinders for maximum highway fuel economy) Touring, Sport and Track. These modes are set by a knob in the center console. The default mode is Touring. Both Sport and Track modes noticeably stiffen suspension settings. The Track mode has 4 setting options for the Perfomance Traction Management (PTM) system for selecting or deselecting differing levels of electronic aids from the engine management computer, electronic limited slip differential, and magnetorheologic shocks.
Wheels are aluminum 10x19 front and 12x20 rear with MIchelin Pilot Sport Cup tires (285/30x19F and 335/25x20R.) The shocks are magnetorheologic allowing for continuously variable stiffness adjustment by the PTM computer. The chassis is the same exotic aluminum alloy chassis used on the Corvette C7R racecar which won the triple header of first in class at the 2015 LeMans, Daytona and Sebring long-distance races. The resulting cornering speeds of the Z06 include recorded sustained 1.19G roadholding on a 300 ft oval skidpad. Maximum lateral cornering at 1.4G has been recorded in a Z06 piloted by professional race drivers on some racetracks in the US.
Multiple racetrack comparison tests of the Z06 and its more expensive supercar competitors have been conducted at the Sachsenring in Germany and the Virginia International Raceway in the US.
The results were published in the October 2015 Car and Driver under the subtitle "Kills Supercars Dead") based on their Lightning Lap Test at VIR which disclosed:
Car Lap Time Difference
2015 Corvette Z06/ZO7 2' 44.6 " ---
2015 McClaren 650S 2' 45.8" +1.2 sec
2015 Lamborghini Hurracan 2' 47.5" +2.9 sec
2015 Nissan GTR Nismo 2' 49.4" +4.8 sec
2015 Ferrari 458 Italia 2' 49.9" +5.3 sec
2015 Porsche GT3 2' 50.4" +5.8 sec
2015 Mercedes AMG GTS 2' 51.0" +6.4 sec
The results were published in the May 2015 Auto Bild in under the subtitle "Z06 macht Alle platt" (meaning "Z06 flattens all others") based on track tests at the Sachsenring which disclosed:
Car Lap Time Difference
2015 Corvette Z06/07 1' 30.47" ---
2015 McClaren 650S 1' 33.15" +2.68 sec
2015 Porsche GT2 RS 1' 33.51" +3.05 sec
Interestingly enough, on both track tests the McClaren showed 7 mph more top speed at the end of the longest straights but the Z06/Z07 had overall shorter lap times due to much shorter braking distances and faster cornering speeds withhigher lateral G forces.
My Z06 was custom-built to my specifications over an 8 month period with multiple factory options which include:
1. Laguna Blue exterior
2. Kalahari leather interior with suede center seat inserts
3. EIght-Speed Automatic transmission
4. Five-Piece fitted luggage Set
5 . Carbon fiber front, side and rear downforce package
6. Carbon fiber interior package
7. Built-in trickle charger system
8. Suede covered steering wheel
9. Custom-build dash plate with owner name
In the two months after delivery a number of special items were installed in my Z06 including :
1. Custom skid plates under front carbon fiber spoiler
2. Custom rock-protection film over carbon fiber front spoiler and carbon fiber side downforce plates, front bumper, headlights and door threshold plate
3. AFE Cold Air intake system with dyno-tested 46bhp increase
4. Multiple custom made carbon fiber interior trim pieces
5. Custom Z06 carpets, trunk mat and passenger blanket
6. A Escort 9500ci radar/laser shifter system with display built into rear view mirror
SInce October 2015, the Z06 has been driven 1650 miles, The car has many comfort and safety amenities including heated and cooled seats, a 8 speaker Bose sound system and full Bluetooth integration. The 2016 Z06 also has curb cameras in front to help prevent crashing the carbon fiber spoiler against concrete parking markers. as well as rear fascia cameras to assist backing up. There is a heads-up display for viewing performance data in the windshield above the binnacle. The car is very quiet at town speeds when the exhaust is routed to all four muffler chambers and exhaust pipes. At large throttle openings, baffles close the outer muffler chambers and pipes creating a robust exhaust note through the center two muffler chambers and pipes which really wakes up nearby drivers. The electric folding fabric top has a glass rear window and folds electrically beneath a metal cover in front of the rear trunk at speeds up to 30 mph. Fortunately the Z06 convertible trunk is fairly large and usable. So the Z06 is a rather civilized touring car well-suited for long road trips.
Initial drives in town and country with the Z06 have shown its Jekyll and Hyde character. In town and on the freeway the Z06 affords quiet, relaxing touring while enjoying an excellent sound system and reasonable mileage up to 25 mpg. But when the center console knob is turned to "Track" on twisty country roads, the Z06 stresses the driver's body with high G cornering and braking forces and pushes the driver's head back into the headrest during hard acceleration. The Z06 provides an exciting learning experience in high level performance driving which tests the limits of most drivers' capabilities and provides opportunities for driving technique improvement.
In my case, I discovered that the T87 computer for the 8 speed automatic transmission provides consistently better gear-selection and faster gear changes under all driving conditions than I could. Hence I have not found any reason to use the shift paddles. So, for gear changes, the bottom line appears to be:
Computer 1 , Human 0.
Owner: Dr. Barton Lane
Feature Car Date: February 6, 2016
Studebaker, founded in 1852 in South Bend IN,originally made wheelbarrows for the California Gold Rush wagons for the Union Army.. It entered tha automotive business in 1902 with electric cars and in 1904 with gasoline vehicles. Following World War II, lack of scale forced it and Packard to merge. It hope that its chrome-laden model line-up for 1955 would makr a turnarouind in its fortunes. Hopwever, Studebaker produced 58,788 Commanders compared to 1.7 million Chevrolets. The car is powered by a 224ci V8 developing 140 hp. This is an original and unrestored model manufactured in the Vernon CA Studebaker factory. The current owner is its third.
Owner: Paul Loughnane
Feature Car: January 2. 2016
Car Description by Owner
This 2013 built car is a replica of the Alitallia sponsored Lancia works car that Sandro Munari drove to victory at the 1976 Monte Carldo Rally.
-Bodywork: Glassfibre center tub, floors, front and rear clam manufactured by Listerbell Ltd., UK
-Chassis: Steel/aluminum monocoque, MSA Certified rollcage, steel tube engine cradle and front section manufactured by Napiersports Ltd. UK
-Suspension: Dual wishbone, independent front and rear, AVO ajustable dampers
-Steering: TIlton rack with 1.5 turns lock to lock
-Engine: Alfa-Romeo 3.0L 24valve V6 (227bhp. 204 lb/ft torque)
-Drivetrain: 5 speed manual transmission, mid engine, rear wheel drive
-Brakes: Dual circuit TIlton with mechanically adjustable front/rear bias
-Wheels: Replica Campagnolo "coffin-spokes", F 16x7" R 17x10"
-Tires: Dunlop DIressa ZII F 225/45 16 R 255/40/17
-Weight: 1900lbs (est)
-Wheelbase: 86 in
-Length: 146 in
-Width: 73 in.
The Lancia Stratos HF (Tipo 929), widely and more simply known as Lancia Stratos, is a sports car and rally car made by Italian car manufacturer Lancia. The HF stands for High Fidelity. It was a very successful rally car, winning the World Rally Championship in 1974, 1975 and 1976. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behin the enrire rallyin g project were Lancia team manager, Cesare Fiorio, British racer/enginerer Mike Parkes and factory rallly driver Sandro Munari. Bertone designer Marcello Gandini took a very personal interest in designing and producing the bodyuwork.
Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974 but 500 engines were among the last built and delivered to Lancia. Procuction ended in 1975 when it was thought that only 492 were made. For the 1976 season, ther Group 4 production requirement was reduced to 400 in 24 months.
Bertone in Turin was the manufacturer of the Stratos with final assembly by Lancia at the Chivasso plant. The Stratos street model was powered by the Dino 2.4L V6 engine with a power output of 190PS (140Kw) due to a lower state of engine tune than in rallying versions.. The Stratos street version'had a 0-100 km/hr time of 6.8 sec and a top speed of 144 mph (232 km/hr.) The street version of the Stratos was sold as the Lancia Stratos HF Stradale while the rally version was called the Stratos Corsa.
The Lancia Stratos Corsa won the 1974, 1975 and 1976 World Rally Championships in the hands of Sandro Munari and Bjorn Waldegard. and might have gone one to further wins had not internal politics within the Fiat group shifted rallying responsibility tto the FIat 131 Abarth. In addition to victories in the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Sandro Munari, the Stratos again won the 1979 Monte Carlo rally with the private Chardonnet team. Furthermore, the Stratos also won the grueling1974 Targa Florio race in Sicily.
Owner: Richard Gale
Feature Car Date: December 5, 2015
Car Description by Owner
This Jaguar XK120 M was built during the last year of production of the XK120 series. I bought it 41 years ago, removed the top so that I could fit into it and have driven the car 42,000 miles including several 1000 mile driving events. Total production of the XK120M was about 8500. Of these cars, the roadster was by far the most common body style. The XK120M is the US version with 180bhp while the standard English XK120 had a low compression 160 bhp engine designed to run on the low octane fuel available in the UK. My Jaguar XK120M is a great fun driver.
Feature Car: November 7, 2015
Owner: Brent Pullen
Car Description by Owner
The Ford Cortina Mark II was available as a two or four-door family hauler, a Deluxe Wagon, a higher-performance GT or a rare and highly desirable Lotus Cortina featuring a twin-overhead camshaft Lotus 1588cc engine, aluminum bodywork and a competition suspension.
For the Cortina GT, the only transmission available was a close-ratio four-speed manual. The GT also featured a three-spoke sporty steering wheel and oversize front disc brakes, a stiffened suspension and the legendary four-cylinder Kent engine fitted with cross-flow cylinder heads
Displacing 1600cc the Kent engine in the Cortina GT was a high-compression engine with overhead valves which produced 93hp at 5400rpm and 102 ft/lbs of torque at 3600 rpm. The Cortina GT engine had a high-lift camshaft, tuned headers , Weber carburetor and a host of available motorsport parts. The Kent engine in the Cortina GT was in production for 44 years and remained the basis of American Formula Ford racing until 2010.
The Cortina GT was a lightweight car at 2028 lbs (921 kg.) The low weight and Kent engine in the Cortina GT permitted decent acceleration for its day with 0-100 km/hr time of 12.5 seconds, which represented a 52% improvement over the base model Cortina.
Feature Car: October 3, 2015
Owner: Arthur Stern
Car Description by Owner
1964 DS 19 Chapron bodied decapotable. They only made about 1300 convertible DS Citroens between 1959-1973, This car has earned numerous Concours awards in the 40 years I have owned the car.Owner
Feature Car Date: September 5, 2015
Owner: Bob Murray
Car Description by Owner
In 1969 we were driving around Europe on our honeymoon in a VW camper for three months and because I had a Morgan +4 I wanted to go to the Morgan Factory. Morgan started building three wheelers in 1909 and built their first four wheeler in 1936. It was called a 4/4 - 4 wheels and
4 cylinders. They still kept building three wheelers though. in 1950 it got a bigger engine and was a +4. and the +8 has eight cylinders.
Morgan stopped sending cars to the U.S. in 1968 because of our regulations. They would eventually start importing them again only to stop again. They are still building this model but the only new Morgans coming into the U.S. are the reintroduced three wheelers because they are licensed as motorcycles. I had my car licensed in England so it came in as a used car. The waiting list was nine months then and would eventually reach seven years.
My car has the Rover aluminum V8 which Rover brought from Buick and redesigned. It is 3528 cc (215 cubic inches) with 185 H.P. and weighs 2000 lbs. The early +8's are known as narrow body Moss box cars and are very sought after. My car has the original paint interior. The only thing that I have changed is to put a bigger radiator in as early +8's overheated.
Feature Car Date: August 1, 2015
Owner : Rand WIntermute
Car Description by Owner
Sergio Pininfarina was quoted as saying
“the inspiration for the 308’s lines came from the Dino Berlinetta Speciale we exhibited in Paris in 1965.”
In early 1977, Ferrari phased out the fiberglass coachwork of early 308 models in favor of traditional steel panels. In September of that year, Ferrari introduced the Targa-topped 308 GTS. In 1980, Ferrari replaced the two barrel Weber carburetors of the 308 GTS with Bosch K fuel injection and renamed the car “308 GTSi.” The 308GTSi was only ½ sec slower from 0-60 that the 308GTS, but is far more reliable. I like to think of the “i” in 308GTSi stands for “improved.” Very few 308 GTSi models were made compared to the 308GTS.
England’s “Motor Magazine” said, in a 1980 test:
“The 308 is as close to a work of art as any modern car can be. That it is also faster than ever and easier to live with, not requiring an engine out to do major service work , makes it a car you ache to own. It is, after all, a Ferrari."
Feature Car Date: July 4, 2015
Owner: Chris Cason
Car Description by Owner
This 2011 Aston Martin DBS V12 Volante is finished in Aston Martin Green
paint with a Westminster Green top, Sahara Tan Leather interior and
burl walnut trim. This car is the only one of this model built to these
specifications, according to TIm Cottingham, registrar of Aston Martin
Cars. Between 2009 and 2012 , a total of 853 Aston Martin BBS V12
Volantes were manufactured. The engine was a 6 Liter V12 producing
510 bhp with fuel injection mated to a 6 speed manual transmission.
Alloy wheels were 20" diameter mounting Pirelli P Zero tires with
dimensions as follows: front tires 8 1/2 x 20" and rear tires 11 x 20".
Brakes were carbon ceramic disc, fron 398mm with 6 piston calipers and
rear 360mm with four piston calipers.
Feature Car Date: June 6, 2015
Owners; Doug and Gail Dolton
Car Description by Owner
#184 of 448 worldwide ( 124 in US)
All Ferraris are limited edition automobiles, some more than others. With only 448 produced, the 550 Barchetta Pininfarina is a very special car indeed. It is a salute to the 70th anniversary of Pininfarina, the company that has styled more Ferraris than any other coachbuilder and also commemorates the 50th anniversary of the two companies' first joint endeavor. The Barchetta also represents a celebration of Scuderia Ferrari's 2000 and 2001 Formula i Constructors World Championships. With a shape and name that harkens back to the sports racers and legendary sport spiders of the 1960s, the Barchetta benfits from the technology of a modern Ferrari GT car. The Ferrari 550 Barchetta is perhaps the ultimate expression of a sun-lover's Italian automobile, enclosed in modern aluminum and carbon fiber bodywork.
0-60 MPH: 4.2 sec 0-100 MPH : 105 sec.
1/4 Mile: 13.1 sec Top Speed: 199 MPH
The 550 Barchetta uses the same 5474cc, 518lb, 65deg V12 engine as the 550 Maranello. It delivers almost all of its torque from 3000RPM. Maximum power is 485bhp at 7000 RPM and peak torque is 419 ft-lbs at 5000 RPM. Compression ratio is 10.8:1 while engine management is controlled by a Bosch Motronic M5.2 ECU. The cylinder block, heads and sump are all light alloy with Nikasil-coated aluminum wet cylinder liners. The connecting rods are Ti1614V titanium alloy for maximum reliability at high revs during lengthy high-speed running. The four-valve heads incorporate hydraulic tappets. Lubrication is by a cooled dry-sump system.
Doug and Gail bought S/N ZFFZR52A010124112 in August of 2006 with 12,000 miles on it and the car now has over 25,000 miles. The Barchetta is driven regularly and enthusiastically.
r Description by Owner
Owner: Bud and Jan Millard
Feature Car Date: May 2, 2015
Car Description by Owner
This 1969 DeTomaso Mangusta owned by Bud and Jan Millard is number 185 of 401 built between 1967 and 1971. It was designed by Giorgio Giugiaro for Alejandro DeTomaso and built at Ghia in Turin, Italy. The Mangusta is powered by a Ford mid-mounted 302 cubic inch V-8 engine with a ZF 5-speed trans-axle transmission. The vehicles were imported to the United States by Qvaile British Motors in San Francisco, California on Van Ness Avenue.
Of the 401 Mangustas built, only 200 or so survive today, making this not only an amazing vehicle to see and drive, but a rare one as well.
Owner: Ben Gage
Feature Car Date: April 5, 2015
Car Description by Owner
-1962 Corvette with complete matching numbers drivetrain
-327 cu. in. V8 with 340 bhp.
-4 speed manual transmission, with 3.70 positraction differential
-complete restoration completed four months ago
-car runs and performs better than origina
-period correct American Racing mag wheels
Owner: Peter Irlenborn
Feature Car: March 7, 2015
Car Description by Owner
Widely regarded to be one of the best driving and most usable classic Ferraris, the 330 GTC is highly sought after today. These cars are extremely nice to drive, even in today’s traffic, because of the wide torque band provided by the 4 litre V-12 and the tractability, and balance that result from the combination of the rear mounted transaxle and torque tube tied directly to the engine. The two rear engine motor mounts are located 8 feet behind the front ones. The cars perfectly tread the line between the classic Ferrari essence and more modern technical features such as rear-mounted 5-speed transaxle/gearbox, disc brakes and independent suspension all around, and genuinely muscular powerplants. Air conditioning was also optionally available for the first time, as well as power windows.
Just 600 330 GTC were constructed between 1966 and 1968. These 330 GTC's were constructed on the same assembly line at Ferrari as the ultra desirable Ferrari 275 GTB's. (See photo). While many GTC owners have large collections of important Ferraris, their GTC will often be the choice car for driving events.
Owner: James Demmert
Feature Car: February 7, 2015
Car Description by Owner
The 2014 Porsche 911 turbo, designated as the 991, has been built on an entirely new platform and this latest transformation is the most significant since it’s original production in the late 1960’s. The 991 Turbo has 550 horsepower with significantly reducedweight and will hence take you from 0 – 60 mph in less than 3 seconds. Advanced features include rear wheel steering for enhanced cornering and a glass roof. This car was one of the first 991 Turbos delivered in the
Owner: Justin and Eden Kuzmanich
Feature Car Date: January 3, 2015
Car Description by Owner
The 2003 Audi RS6 was the ultimate sleeper sedan. Its classic lines and modern design impart a sensible four door sedan but the 450hp 4.2 liter bi-turbo V8 mated to Audi’s incredible Quattro four wheel drive system, dynamically adjustable suspension, 8 piston front brake calipers and racing exhaust note paint a different, slightly more sinister picture.
It’s acceleration was unparalleled in it’s class and is still amazing by today’s standards. The RS6 clocks in at 4.3 seconds to 60mph and 10.7 seconds to 100mph. This is seriously quick considering the car weighs just under 4000lbs.
The new 2014 RS6 holds the world ice speed record of 208.6mph which was set in in Ivalo, Finland with a stock RS6 on studded snow tires.The 2014 RS6 boasts 560hp and a 0-60 time of 3.9 sec despite the fact that the car's weight has increased to 4400lbs. Regrettably the 2014 Audi RS6 is not for sale in the US.
The 2003 RS6 design and engineering was proven during in the North American SPEED World Challenge GT Series of auto racing where the Champion Motorsport RS6 claimed the manufacturers' championship victory successively in all three years it competed from 2002 to 2004. In the Other Events section of this website there are two images of the silver and red Champion Motorsport RS6 taken in racing action at Portland International Raceway in 2004 and in Monterey at Legends of the Autobahn in 2013.
The RS6 is prominently featured in both the Gran Turismo and Forza racing simulation games on Microsoft's XBOX and Sony's Playstation gaming consoles. It's amazing how many kids we run into who compliment us on the car because of their familiarity with it in their favorite video games.
Our RS6, “Bella’s Beast’ was purchased just before our daughter Bella was born as we needed a four door sedan that could haul a stroller and various other child related accoutrements. I was looking for Subarus at the time I found it in Sonoma, CA. One test drive was all it took. Upon passing a mechanical inspection, we promptly acquired the car.
Since we've had Bella's Beast, she's been to Tahoe several times, had some track time at Sonoma Raceway and has hauled countless bags of groceries home.
2003 AUDI RS6 FACT SHEET
Ben Maurice Brown, MD (another RS6 owner)
1. A total of 1000 Audi RS6 sedans were imported into the US only during the last six months of 2003. The Audi RS6 first became available at select US dealers in June 2003. All Audi RS6 cars allotted to Western US states were sold out the year before by July 2002.
2 . Only a limited number of US Audi dealers sold the RS6 which required dealers to purchase special RS6 engine testing equipment costing $50,000 and to employ at least one technician who had undergone specialized training for RS6 maintenance and repair services.
3. All RS6 models sold in the US were sedans with the 18" wheels.The following RS6 options were available in the US:
a. Warm weather package - Solar panel in sunroof for cooling fans during hot weather parking
b. Navigation system
c. Sound enhancing exhaust - louder with unchanged bhp
d. Interior trim in carbon fiber, aluminum or dark wood
e. PhatNoise digital music player (40-60Gb hard drive) as a dealer-installed optiion
4 The following options were only available in Europe
a. 19” forged aluminum wheels
b. Piano Lacquer interior trim
c. Recaro seats (did not meet US safety specs)
d. Avant body style (station wagon)
2003 AUDI RS6 Specifications
1. Engine : 4.2 Litre, 4 cam V-8 with five valves per cylinder and twin turbochargers
(the same engine used in 3.6L size in the Audi LMP1 car which won the Le Mans 24 hour race five times)
2. Engine Output:
Peak Power: 450 bhp at 5700 rpm
Peak Torque: 415 ft/lbs from 1950–5600rpm
Maximum RPM : 7000
Five speed automatic with four shift options:
a. Drive automatic - learning computer controlled
b. Sport automatic - learning computer controlled
c. Paddle shift
d. Sequential floor shift
a. Curb Weight: 4056 lbs
b. Size : 191.3” (L) x 72.8” (W) x 56.1” (H)
c. Trunk Capacity: 15.0 cu ft
- Audi Dynamic Ride Control (DRC).
DRC is an active suspension featuring hydraulic cross- connections between the LF and RR shocks and between the RF and LR shocks.
-Cross-drilled and vented 14.4” diameter front rotors and 13.2” diameter rear rotors
-Eight-piston Brembo floating calipers
- 18 inch wheels : 8.5 x 18” 255/40 ZR 18
- 19 inch wheels : 8.5 x 19” 255/35 ZR 19
8. Permanent Audi All-Wheel Drive
9. Aftermarket Performance Options
-Revotechnik flash-upload remapping of engine ECU with removal of top speed governor and maximum power output of 500 - 520bhp depending on fuel octane.
2003 AUDI RS6 Performance
1. 0–60mph : 4.3 sec
0 –100mph: 10.7 sec
1/4 mi: 12.6 sec at 109 mph
2. Street Start5–60 mph : 5.3 sec
Top gear 30 -50 mph : 2.4 sec
3. Top Speed - governed: 164mph - ungoverned: 192mph
4. Mileage : 13 -19 mpg
5. Slalom Lateral Grip-
Audi RS6 : 0.89g
Mercedes E55: 0.83g
6. Track Performance -
Source: German Track Tests by"Sport Auto" in Jan 2003
Track 1 : Hockenheim
Audi RS6 : 1 min 17.9 sec
Mercedes E55 : 1 min 18.0 sec
BMW M5 : 1 min 18.5 sec
Acceleration 0 –100 kph:
Audi RS 6 : 4.4 sec
Mercedes E55: 4.6 sec
BMW M5 : 5.0 sec
Track 2: Nurburgring
Audi RS6 : 8 min 20 sec
BMW M5 : 8 min 28 sec
Owner: Larry Whalen
Feature Car Date: December 6 , 2014
Car Description by Owner
The idea of owning a Montreal dated back to Jun 1971 when a Montreal was featured on the cover of Road and Track. I spotted them occasionally in Europe in the 70s but figured the federalization and import hassle not worth the grief. When they did start appearing in the 80s I chose a project car found in LA. Some work had been done, many new sheet metal panels were included. A deal was made.
Much was missing, all the stainless trim at the beltline for example. And the rest was simply used up. I knew I wanted Conrad Stevenson to do the work so the few years spent looking for/renovating parts was also spent waiting for Conrad to do the work. Conrad worked his usual uncommon magic. The car is lowered (springs out of the GM catalogue, 1.5 turns cut off), highly modified exhaust, Autodelta cams, no a/c compressor, Corbeau seats (2 weigh slightly more than one stock seat.) Wilwood brakes.
The car is driven a lot. The engine is as robust as it is charismatic. I've hauled paint with it (22 gals plus sundries). It continues to give much pleasure and always appears much larger in my mind's eye than it does in the metal.
Owner: Sarto Rocheleau
Feature Car Date; November 1, 2014
Car Description by Owner
1966 Lotus Elan Coupe, twin-cam 105 bhp at 5,500 rpm, weber carbs, four speed semi close gearbox,
I purchased the Elan 10 years ago showing only 22,000 miles. I was told that parts were not worn, just old. Maybe the mileage was correct??
I re-built the twin cam engine, replaced older webers with newer 151 webers, replaced anything that carried fluid or moved. Rebuilt the rear end with new 3.55 RP gears. Seats and upholstery are original. Fresh paint 9 years ago
Added modern things like torque starter, alternator, electric fans,
Owner : David Johnson
Feature Car Date: September 6, 2014
Originally San Francisco German Consulate Automobile Replete With 2 Side Mounted Flag Mounts
Only 708 Made 1962 Thru 1967—Less Than 100 Were Built Between 1965 And 1967.
When introduced in late 1961 Mercedes-Benz envisioned the 300SE coupes and cabriolets as range topping, segment defining automobiles for their more discerning clients. “The two new models not only represented the summit of their model series in March 1962, they also set the general standards for two highly exclusive bodywork forms behind each of which a particular interpretation of the fascination for cars stood: the premium-class coupé and the cabriolet.”
Constructed along side the 300SE, the 220SE 2-doors certainly couldn’t be considered utilitarian for they shared the gorgeous, opulent, interior and fabulous build quality of the 300SE. Both cars shared the same sublime Paul Bracq design. However, in Mercedes-Benz’ product hierarchy the 220SE was down market from the 300SE. For the more performance and prestige oriented buyer, the 220SE’s paltry 134 (SAE) horsepower and conventional steel spring suspension simply wasn’t sufficiently sophisticated, or so Mercedes-Benz deemed.
Enter the 300SE with a muscular (for the era) 184 hp and self-leveling pneumatic suspension and four-wheel discs. Mercedes-Benz addressed the status of a 300SE buyer discreetly but tellingly by noting, “Driving a luxury-class coupé is an expression of automotive culture that is as exclusive as it is elegant: the two-door, closed touring car combined flowing forms and sporty ambiance with powerful drive systems and fine appointments. ” In today’s parlance, a 300SE coupe or cabriolet buyer would be a member of America’s currently maligned “1%”.
Auto, Motor und Sport Magazine in its 7/1962 issue hailed the two new 112-series cars as the “non-plus-ultra of modern automotive construction”. That was true. Buyers enjoyed self leveling suspension fed by a compressor hung on the front of the engine, a powerful 3.0 liter six cylinder with direct design links to the M198 series 300SL engines, four wheel disc brakes and one of the most sumptuous interiors in the industry. Late series cars were capable of 125 mph.
The 300SE cars will be the most sought after in the long run as they have the state of art engine and suspension and therefore were the most expensive to build when new. The price when new lead to low production and this together with the “300SL” light alloy engine makes them much more interesting than the “ordinary” 220—280SE’s.
Looking at the relative build numbers reveals the special status the 300s enjoyed at Mercedes. While a total of 16,902 220SE coupe/cabriolets were constructed from 1960 (2 units) through 1965, production of the 300s was 3,127 units – 708 Cabriolets and 2,419 coupes -from 1962 through late 1967. It is believed that fewer than 100 were built between August 1965 and December 1967. There is no doubt a well-preserved cabriolet is a gorgeous automobile and is about twice as rare as the Gullwing coupe.
Owner: Patrick Ottis
Feature Car Date: October 4, 2014
Car Description by Owner
This car went as a bare chassis from Milano to Paris in the Spring of 1934 where it received its coachwork by Joseph Figoni. It was delivered to its original owner and lived all the pre-war years at a lovely small castle a hundred kilometers east of Paris. It was hidden from the Germans during the war in a large pile of hay. Post war, the original owner used the car on the French Riviera while living at his home in Cannes. An American artist, a painter, saw the car in 1949, bought it, and shipped it from Marseille to New York. After six months, he decided it was not a good car for the city and put and advertisement in the New York Times. In 1950, my friend, Jim Ibold, took the train from Cincinnati, Ohio to New York, bought the car and drove it back to Ohio. For the next fifty years, he drove, loved and cared for the car.
We bought the car from him ten years ago, have shown and won our class at Pebble Beach, have shown the car at Villa d’Este and have driven the car back to the original chateau where it lived all the pre-war years. We have also used the car in 8C Alfa tours in Montana, New Mexico, Colorado and, most recently , last year in Canada .
Owner: Dick Gale
Feature Car Date: August 2, 2014
Car Description by Owner
My 1973 Porsche Carrera #1029 is part of limited homologation run of 1600 cars to go racing.
Homologation changes include: less weight, bigger motor, flares, aerodynamic changes with wider wheels and tires creating a legend in the Porsche community and great driver for me
Date: August 2, 2014
Owner: George Rygg
Feature Car Date; July 5, 2014
Car Description by Owner
The July 7 Feature Car is a Lotus Elite (Lotus Mark 14). It was first registered in Suffolk, Englandon Jan.4,1962 to Roy Bruce. Brought to the U.S. by Bill Hutton (Hutton Motor Engineering). After a couple other owners, I bought the car in 1971 for $1995 and have had it since.
It is a fiberglass monocoque, "double dimple" (reinforced differential box, bobbin mouldings, and transmission tunnel) built by Bristol Plastics(Bristol Aircraft). It is a Series 2 (rear wishbone replacing the radial arm, shocks with longer travel and softer springs, throttle cable, and window pockets behind the seats).
The engine is a Coventry Climax all aluminum, 4 cylinder (birthing from a firepump engine) FWE (feather weight Elite), Displacement 1216 cc. This car has the Stage 2 set up: dual 1 1/2" SU carbs, four branch exhaust manifold, 3 bearing overhead camshaft with .360" lift, generating 85-90 hp at 7000 rpm. ( See The Lotus Elite by Dennis Ortenburger 1990).
It was my sole means of transportation for 7-8 years, but then languished in a garage for 20 years, until the kids went to college. In the last dozen years or so, I've had about one project a year completed, from new electrical harness to buffing the bumpers.
Owners: Larry and Nick Mindel
Feature Car Date: June 7, 2014
Was in the well-known Moser Collection in Santa Barbara for many years
I purchased my B-24 from Martin Swig in 2003
It was “rough around the edges,” silver and needed a new interior
This restoration work was done by Perfect Reflections in 2004-2005
Engine restoration was done by Conrad Stevenson in 2004
Part of my automotive background includes an original sponsor of the California Mille and in 1992 I drove an Alfa in the Italian Mille Miglia.
Owner: Lucinda Eubanks
Feature Car Date: May 3, 2014
Owner: Ben Gage
Feature Car Date: April 5, 2014
Owner: Ben Maurice Brown, MD
Feature Car Date: March 1, 2014
Car Description by Owner
A total of 3270 Mercedes Benz 280SE 3.5 coupes were built between 1969 and 1971. These W111 coupes as well as W111 convertibles were the last coach-built automobiles from Mercedes and featured many unique chrome trim pieces as well as exotic wood interior and vat-dyed Roser leather. The M116 engine was a 3.5 Litre short-stroke, DOHC, V8 featuring the first Bosch D Jetronic transistorized electronic fuel injection system producing 230 SAE bhp. The car had a four speed automatic transmission with floor or column shift. Top speed was 127mph with a 0-60 sec time of 9.3 seconds. Mileage was about 15mpg on the highway. Empty weight was 3640 lbs. Original cost of the 280SE 3.5 Coupe in 1970 was $13,600 at a time when the Mercedes 280SL convertible sold for $7800.
The Feature Car is a 1970 Mercedes 280SE 3.5 Coupe which I purchased in 1989. The car subsequently underwent an extensive mechanical and cosmetic restoration. It has been driven about 40,000 miles since purchase. The car was repainted in the original Glasurit DB180 Silber-Grau and had the last new Macassar Ebony woodset from the Mercedes factory installed in 1990. In 2006 the car had a complex custom stereo system installed with multiple hidden amplifiers, subwoofers and speakers, though the original Becker Europa radio remains in the dash. Virtually all the chrome underwent show quality replating. The car has the Bosch European headlights and rare Bosch foglights as well as the ultra-rare fanfare horns. The interior and trunk were recarpeted in Mercedes Feintuft Velour. The wheels were changed to period-correct aluminum Ronal Centra R31 16"diameter wheels with a custom paint and polish job simulating the appearance of the stock 14" steel wheels. There is a stock Behr air conditioning system and 4 speed automatic floor shift as well as the optional Nardi wooden steering wheel. The engine, transmission, differential and suspension were rebuilt. The exhaust manifold was ceramic coated by High Performance Coatings and a Timevalve stainless steel exhaust system was installed.
The car is a wonderful, smooth. high speed, autobahn cruiser with a sound system befitting its quiet, elegant interior.
Owner: Harold Wong
Feature Car Date: February 2, 2014
Owner: Tom Quigg
Feature Car Date: January 4, 2014
Owner: Matt Kelleher
Feature Car Date: December 7, 2013
Owner: Bob and Betsy Devlin
Feature Car Date: November 3, 2013
Owner: Ben Maurice Brown MD
Feature Car Date: August 3. 2013
Car Description by Owner
A total of 1010 Ferrari Mondial t Cabriolets were built between 1989 and 1993. The t model refers to the transverse transmission and longitudinal engine configuration which lowered the car's center of graviity 5" compared to earlier transverse engine Mondials. The engine is the Ferrari 3.4 Liter, 4 cam V8 with Bosch 2.7 Motronics producing 300bhp at 7000rpm. A five speed transmission was fitted. Brakes are ABS assisted. Performance figures include a top speed of 159 mph, a 0-60 time of 6.2 sec and highway mileage of 24mpg. The car has front and rear trunks and a long-wheelbase, mid-engine configuration. Wheels are aluminum alloy 7.5x16 front and 8.5x16". Empty curb weight is 3452 lbs.
The Feature Car was purchased by me in 1994 and has been driven 70,000 miles primarily on long road trips. The car has the rare color combination of Chiaro Blue Metallizzato with Tan interior. A five-piece set of tan Schedoni luggage was added. A custom eight speaker stereo system with ADS front speakers, Dynaudio rear speaker and Audio Illusion subwoofers was installed with a Sony remote control on the steering column and AlpinePDX4 and PDX M6 amplifiers under the seats. Two custom ebony wood panels were fabricated and installed to replace the plastic panels in the center and mid dash consoles. The wheels were polished and painted with a custom design. The instrument binnacle was covered with pigskin suede to reduce windshield reflections. A larger Momo shift knob was fitted. The engine received a Tubi stainless steel exhaust and Hyperflow stainless steel catalytic converters.
This Mondial t has long served as our favorite family RV for long trips. The car currently has 70,000 miles on the odometer.