Ever since 2013 with the Bugatti Veyron Super Sport smashing world speed records for a production car, legendary Texas tuning firm Hennessey, and Bugatti, have been duking it out on runways with the world’s fastest “production” cars. Why “production?” Because these cars are made in extremely limited quantities.
Does that make them any less impressive machines? No, of course not. It just means that there is a very small customer base for these cars, and those who do own them rarely, if ever, exploit their full potential.
The Hennessey Venom GT Spyder won the latest battle in the speed war. It hit 265.9 mph on a 2.9-mile runway at Naval Air Station Lemoore on March 25. Who drove the Venom GT Spyder to such a high speed? None other than the Ford Performance Racing School Director Brian Smith. The feat was recorded by the independent speed testing firm, Racelogic.
The Venom GT Sypder proved to be much quicker than the Bugatti Veyron Super Sport Vitesse, which hit a still-impressive 254 mph back in 2013. That was a record-breaking run. Think that’s impressive? It is. The Bugatti Veyron Super Sport hit 268 mph in 2013 as well, and held that record for a year. The Venom GT hit an incredible 270.49 mph during a record attempt at Kennedy Space Center in 2014.
The Veyron is now out of production, and the much-hyped Chiron replacement should be out in the next year or so, according to Bugatti. Bugatti claims much higher speeds than the Veyron, along with a host of improvements. A blog post about the Chiron and all of Bugatti’s promises is in short order.
Anyways, this means that Hennessey can sit on their throne for a while. Don’t worry, Bugatti – or someone else – will come along and snatch the title.
The Venom (both versions) is powered by a twin-turbocharged 7.0-liter V8 with a dynamometer-proven 1,451 horsepower and 1,287 horsepower. That’s the kind of power you’d see in something meant to go down the drag strip. Hennessey claims a 0-60 time of less than 2.4 seconds. If something that’s RWD and has almost 1,500 horsepower can do that, put my name down for it!
Also, Hennessey’s timing couldn’t have been better. This year is Hennessey’s 25th anniversary. To mark the occasion, Hennessey will be selling three limited-edition Venom GT Spyder “World Record Edition” cars. How much are they asking? A paltry $1.3 million.
That’s the video of the world record for the world’s fastest convertible being smashed to pieces. Congratulations, Hennessey. Celebrate, and make the Venom even faster. Somebody is going to get that trophy soon enough.
Earlier this week, the FBI issued a public service announcement warning drivers of the dangers of car hacking. The announcement tells drivers how to prevent cybersecurity attacks, and what to do if the vehicle is hacked.
According to the statement, vehicles have become “increasingly vulnerable to remote exploits” thanks to connectivity features. What connectivity features? Keyless entry and ignition, tire pressure monitoring, infotainment, navigation and diagnostic systems. All of these allow the bad guys to easily access cars. The FBI cautions drivers about the dangers of connecting a third-party device to ports in their vehicles.
The FBI also tells you to be on the lookout when installing updates recommended by the manufacturer. Criminals may send illegitimate emails to owners and trick them into downloading malicious software. This happens with computers and phones, so it should come as no surprise that automotive computers are just as vulnerable. How does one prevent this? Be very careful downloading software from third-party websites or file-sharing programs. Always check the manufacturer’s website to ensure that a software update is truly needed. It’s always a good idea to use a trusted USB or SD card when downloading and/or installing software on a vehicle. Basically, the same precautions you would take with your computer.
What happens if you believe your vehicle has been hacked? First of all, don’t take it lightly. If you think your car has been hacked, check for outstanding vehicle recalls. You should also contact the vehicle’s manufacturer or an authorized dealer. You should also contact NHTSA and the local FBI field office.
Several security scares have come to light in the past few months. A pair of hackers has already demonstrated how they were able to remotely control a Jeep Cherokee via it’s Uconnect infotainment system. Different hackers also were able to hack into a Tesla Model S. Both Jeep and Tesla have taken steps to fix these vulnerabilities. Another security scare was with the Nissan Leaf. The mobile app for the Leaf was shut down by Nissan after a massive security breach.
I guess the solution is to build an old-school hot rod without any electronics on it!
Traditionally, high-performance versions of the Porsche 911 are offered with a manual transmission. The 911 is a car built for enthusiasts, and very few cars are as amazing to drive as a Porsche 911 with a manual transmission. The yowling, burbling, screaming flat-six cylinder engine a few feet behind you, and an easy-to-shift transmission make it a wonderfully engaging car to drive.
However, the current Porsche 911 GT3 isn’t offered with a manual transmission, like it was with the previous generation. Many enthusiasts were angry at Porsche. They felt like the PDK transmission took some of the soul out of the car. Don’t get me wrong – the PDK is a great transmission. It’s a quick-shifting dual-clutch transmission that was developed from Porsche’s blindingly fast and reliable race cars. But it doesn’t have the same kind of incredible preciseness that the 991 (chassis designation GT3 has.
At the Geneva Motor Show, Porsche unveiled the 911 R, which is basically a more toned-down version of the GT3 RS. It has the same 500-horsepower flat six cylinder engine as the GT3 RS, but it has a six-speed manual, unlike the seven-speed dual-clutch transmission that the GT3 RS has. What I find amazing about the 911 R is that it brings back memories of racing-spec Porsches of years past. It has a magnesium roof, the front fenders and luggage compartment lid are carbon fiber, no rear seats, less interior insulation, and air conditioning is a no-cost option. This is serious.
The 911 R is far more toned-down in terms of bodywork than the GT3 RS. It doesn’t have a massive wing, less flourishes along the sensuous body, but still looks hardcore. It has bold racing stripes, available in red or green. What provides downforce? An automatically-deploying spoiler and rear underbody diffuser do that.
One of the best options about the 911 R is that it has an optional front axle-raising system that can boost front ground clearance an extra 1.2 inches, which will certainly save expensive repairs when you try and go into a driveway. The same wheels from the 911 GT3 RS finish off the looks of the 911 R.
Take a peek inside the 911 R, and you’ll find it’s all business. It has bucket seats with carbon fiber seatbacks, a special steering wheel, and a racing-derived short-throw shift knob.
Back to the next 911 GT3. The head of Porsche GT cars promised Motor Trend that all future GT-series 911s will stay naturally aspirated, except for the GT2 (which has always been turbocharged). While the Cayman is downsizing engines from flat six-cylinder engines to turbocharged 4-cylinders, the next-generation Cayman GT4 will have six cylinders (and likely a manual transmission).
Until we get a next-generation 911 GT3, we’ll have to watch this video of the 911 R attacking what looks like an incredible twisting mountain road, with even better views. You can watch it at: http://www.youtube.com/watch?v=60uUFO9Wrng
What do we want? A Porsche 911 GT3 with a manual transmission, of course! Until we get one of those, I guess we’ll have to make do with a 911 R…
The McLaren 570S is a wonderful “affordable” supercar. Affordable is in quotation marks, because it’s a relative term. If you want a semi-affordable supercar, get a Nissan GT-R or a Dodge Viper.
McLaren has long been known for race cars that are both beautiful and win all the time. It should come as no surprise that they recently introduced the 570S GT4 and 570S Sprint. Both are, for all essential purposes, track-ready versions of the road-going 570S. The GT4 is the homologated for competition in the British GT Championship, while the Sprint is an unrestricted track-day model.
Who will be racing the GT4 this upcoming season? Good question, and we already have an answer! The Black Bull Ecurie Ecosse customer racing team will be racing the GT4 in the full nine-round British GT Championship season.
The GT4 is based off of the carbon-fiber Monocell chassis that forms the underpinnings for every single McLaren Sport Series car. The GT4 has a wider body, a GT4-spec aero package, Pirelli racing slicks, magnesium alloy wheels, and a massive rear wing providing downforce. What powers the 570S GT4? A twin-turbocharged V8 that’s been adapted for racing use. In the road-going 570S, it makes 562 horsepower and 443 lb-ft of torque, and puts the power down through a seven-speed dual-clutch automatic transmission. While McLaren doesn’t list any power output for the 570S GT4, rest assured it will be within GT4 regulations.
Then there’s the 570S Sprint. Details right now are scarce on it, but McLaren has promised that more details will come in the following weeks. They did satiate our curiosity by saying that the 570S Sprint will come with the same upgrades as the 570S GT4. The 570S Sprint is a hardcore track car not built to any one specification.
Yet another announcement from McLaren was that Ansar Ali will be joining the McLaren team as the Motorsports Director. Mike Flewitt, CEO of McLaren Automotive, said in a press release, “I am extremely pleased to welcome Ansar to McLaren Automotive in such a key role. Motorsport is part of the lifeblood of the McLaren brand, and this role will be key to our long-term plans as we continue to expand the product range and customer-appeal around the world.”
Have $225,500 just burning a hole in your pocket? You can buy a McLaren 570S GT4 for the 2017 season, but here’s the hitch: you need to be a customer racing team. Pricing and availability for the 570S Sprint at a later date, but expect it to be more accessible than the GT4.
A lot of time, cars will try and be good at everything, and fail miserably. They end up being great at nothing. The cars I’m going to list all aimed for one specific thing, and completely dominate it.
Alfa Romeo 4C: Putting Italian car reliability concerns out the window, let’s talk about what a wonderful car the Alfa Romeo 4C is. It’s the perfect dance partner for winding mountain roads. The sensible money would go to the Porsche Cayman. The Cayman is a wonderful car – don’t get me wrong there. It’s got fantastic power, an interior that would make any car proud, and is relatively affordable. Look at the Alfa Romeo 4C on paper. It looks like an awful car to own. Four-cylinder engine, manual steering, few creature comforts, and some interior trim pieces wouldn’t look out of place in a Chevy Spark. Drive it in the city, and you’ll want to stop it in traffic and run after the bus. But, take it out on a winding back road and you’ll never want to stop driving it. It’s got a guttural four-cylinder with a whooshing turbocharger, a quick-shifting dual clutch transmission, and who needs navigation or a radio for back road blasting?
Dodge Viper ACR: All it takes is one quick look to realize that the Dodge Viper ACR is probably one of the worst cars to drive on a daily basis. It’s got a massive rear wing, a thundering exhaust note that you can hear from a mile away, and it’s just a big car. It would be intriguing to see someone try to daily drive one, but my spine says let them do it! This car is built to keep up with racecars on the track, and set records. That’s exactly what it does. So far, it’s set lap records at 13 different tracks. Yes, 13 different tracks. Few street cars, save for hypercars (even those would have a serious run for their money), could have any chance of touching this car. The exhaust note might sound like it’s right out of a tractor, but tractors sound nice to me!
Dodge Challenger Hellcat: How can you not love 707 horsepower for around $60,000? If you expected Dodge to turn it’s burnout machine into some sort of corner carving demon, you should just press ALT + F4 right now. It’s got no interest in chasing Viper ACRs and McLaren P1s around tracks or canyon roads; no this car is the best for burnouts and drag racing (it ran 10.80 seconds in the 1/4 mile on street-legal drag slicks).
Jeep Wrangler Rubicon: The Jeep Wrangler has always been one of those vehicles that even non-car people love. It makes you feel instantly cooler, no matter what job you have, even if you never take it off-road. This is especially true in Rubicon form. Just promise me that you’ll take it off-road, because that’s where you WILL be cool. You don’t need to do anything to it to go just about anywhere in it. Just put some gas, friends, and a cooler full of cold drinks and some snacks, and you’re good to hit the trails.
Mitsubishi Lancer Evo: There used to be a time when the Mitsubishi Lancer Evo was one of the most desirable cars out there. It had cutting-edge technology that made it feel like you were blasting down a rally stage, even if you were just going to work. Today, unfortunately, that’s far from the case. With Mitsubishi’s announcement that they are going to be ceasing production of the Evo, and no significant updates to the car since it’s launch in 2008, it feels, like well, a car from 2008. However, that all changes when you get less traction. It doesn’t matter how old the car feels; it just feels right at home. That’s where all Evos have shined, and this one is no exception. Taking one for a spin down a dirt road will put a gigantic grin on your face.
Nissan Versa: Many people think that the Mitsubishi Mirage is the cheapest new car sold in the U.S., but they are wrong. The Nissan Versa starts about $1,000 lower than the Mirage. If you’re paying $60,000 for a luxury sedan, $1,000 is pretty insignificant. With a $12,000 car, that’s a lot. Then again, you don’t get much of anything for that price. You get air conditioning, ABS, and traction control, and a radio. That’s about all of the major things on the car. Still, it’s the best at being the cheapest new car sold in the U.S. Yes there are dealer wars to see who can sell the car for the least amount of money, but that’s always been the case.
Ram ProMaster: If all the cargo you carry home is takeout from Domino’s, then chances are likely that you don’t need a Ram ProMaster. But, if you haul a bunch of stuff around all day, every day, then the Ram ProMaster is a great choice. It’s got an incredibly low loading height, and a lot of space. With all the stuff you can carry in it, you’ll be catching a bunch of nasty looks from UPS and FedEx drivers.
Rolls-Royce Phantom: Set aside it’s hefty price tag for a minute. It weighs nearly 6,000 pounds. It’s far from a driver’s car. Even though it has a 6.8-liter V12, it’s far from a fast car. But, the Phantom chucks all of those notions out the window. It’s not concerned with any of those petty things. No, it’s by far the most comfortable car you could ever be in. It’s sumptuous leather seats have only the finest hides sourced from the finest tanneries in the world. It’s whisper-quiet. It’s also astronomically expensive.
Toyota Prius: Yes, I know what you’re thinking. I lost my mind a very long time ago! The Toyota Prius is the ultimate car for fuel economy. The new Prius is more fun to drive than the previous generation, but it’s no sports car by any stretch of the imagination. If you go with the Eco model, you’ll get an incredible 58 mpg city and 50 mpg highway. It also looks worlds better. The Prius has been a ground-pounder in terms of paving the way for every other mainstream hybrid.
Pagani Huayra: For outright beauty, the Huayra is untouchable. It’s also stonking fast, but there are few cars that you can just sit and stare at for days at a time. It has so many beautiful little details that you really have to look for. It’s the brainchild of the absolutely brilliant industrial designer Horacio Pagani, the man who helped revolutionize carbon fiber technology back in the late 1980s.
Ford F-550: This behemoth pickup truck is one of the heavyweights in the towing/hauling ring. It’s basically a step below an International TerraStar. It can tow up to 26,000 pounds, which is absolutely mind-boggling. The insane part is that it does it without really breaking a sweat. It also costs a lot of money, but if you tow and haul lots of heavy stuff around all the time, there is no better option. All you need is a Class C driver’s license, which is the same one for passenger cars.
Mazda Miata: For cheap thrills, nothing beats a Mazda Miata. It’s cheap, fights far out of it’s class, and wins. It’s slow in a straight line, but few cars can catch it in the curves. It’s also really nice to go for a late-night cruise with the top down in your Miata.
Dodge Grand Caravan: Like hauling people around, but don’t need a 12-passenger van? The Dodge Grand Caravan is your ticket. It’s got a powerful V6, lots of space, a nice interior, and is easy on the wallet. It’s probably one of the best vehicles to pile your friends in, and go for a long road trip in. Even the third row is usable for adults!
Tell me what your favorite cars at one specific task are!
Call it what you will – hoarding, junk collecting or a serious automotive addiction. I’ve got it, and I’ve got it bad. Buying a new-to-you car/truck/motorcycle/whatever motorized vehicle you buy is always exciting. The process must release some endorphin in my automotive-craving brain. The downside of this is that I usually don’t have any money to fix the damn cars, but I’m happy (albeit slightly delusional). The bonus is that I can write and take (bad) pictures, and share my experiences with you. Here’s what I’ve learned.
Know what you want: If you have an idea of what vehicle you want to buy, educate yourself on it. Find out what options there were, and what reliability concerns there are. For example, if you’re looking at an older 1980s Toyota 4×4 pickup or 4Runner, know the difference between the 22RE and the 3.0L V6, and which one is right for you.
Walk away if there is no title: Unless you’re planning on parting out the vehicle, or turning it into a race vehicle, walk away from it. Even though the seller might have a very entertaining story to explain the lack of a title, it just means an even bigger headache for you. Just be aware that if you decide to part out the vehicle and decide to send the carcass of it to a salvage yard, many won’t accept it without a title. They just have no way of knowing if it’s stolen or not. Some states are kind to you and allow you to jump through the hoops and get the title with only the bill of sale. It takes a whole lot of patience, dealing with bureaucracy, paperwork, and sometimes it doesn’t have a happy ending. Make sure the vehicle has proper VIN plates and check with the state’s Department of Motor Vehicles (DMV) or your insurance company to see if it was ever reported stolen. The last thing you want to do is exchange money and then the cops come and take the car and you. Do not pass go, do not collect $200 if there is no title!
Ask if there are spare parts: Most of the time, the seller just wants the vehicle gone, and you can usually get spare parts for a fraction of what they worth new. You might need those parts in the future. Sometimes the seller will just throw the parts in for free. Even if they say no, it never hurts to ask!
Use parts you don’t like as negotiating points: If the vehicle you want to buy has ugly aftermarket wheels, and you have stock wheels at home, ask the seller if they would consider taking some money off the asking price and keeping the wheels and tires that the vehicle has on it. Fancy wheels you don’t like are worthless until you can sell them, and that takes a lot of time.
Get the nicest one possible: This will save you money, a massive headache, and it will just be a better vehicle. It’s worth the extra money.
Buy vehicles as close to stock as you can: This might seem silly if you’re going to be building an off-road rig or a hot rod, but here’s the thing. A car you want might have all the parts you want on it, but how do you know if they were installed correctly?
Try to avoid salvage title cars: This is, for the most part, a huge no-no. Vehicles can be salvaged for a number of reasons, some of which may not be bad, but insurance companies aren’t out there to lose money. Be suspicious if they don’t think it’s worth fixing. Some parts might be missing, but it’s always the little things that kill you. A salvage title always has a stigma attached to it, no matter how much work, time and money you may have poured into it, when you go to sell it, you’re going to lose money on it. At the same time, if you’re going to be building it into a race car, a trail rig, or a beater, does it matter if it’s got a few dents, is missing some trim pieces, or won’t sell for a lot of money?
Buying most old cars means parts availability: Like it or not, if you buy an old Camaro, Mustang, Chevelle, pickup, Jeep, FJ40, or Bronco, there will be an abundance of aftermarket parts. Many of the parts you will need can be bought online, or you might be able to get them from their salvage yard out back. There are specialty restorers all over the country. If they have a few restorable vehicles out back, don’t bother haggling with them. They know how much the vehicle is worth and what they have. But, you do know that they have good parts, and rest assured that they will want to keep you as a customer.
Hang out with pros: Make friends, or become friendly with the people who restore or work on the vehicle you just got. They know what common problems are, how to fix them, and what to look at in a new (to you) vehicle that you’re considering buying. People who have worked on those vehicles know where to look, and chances are high that they will pitch in with your project.
Look for late-model 4×4 package (if you’re wanting an off-road truck): There are several late-model 4x4s with special off-road packages installed in the factory. You can score big time if you find one on a dealer lot. Look for Z71, FX4, TRD and Pro-4X. These packages give you deeper gearing, a locking or limited-slip differential, bigger, meatier tires, tuned suspension, and sometimes a beefier drivetrain and skidplates. Just be forewarned that stickers can be added to base vehicles without these packages to fool you. There are also 2wd TRD “Prerunner” Tacomas, and 2wd Jeep Wranglers that lack the front drive components, a transfer case, and all the goodies that come with off-road packages. Just keep an eye out and you’ll be fine. Also, some dealers will slap a sticker onto trucks to fool you into buying it.
With all of that being said, go out and find that one car/truck/motorcycle/whatever motorized vehicle it is that you’ve always wanted to buy. Build it into what YOU want, not what others want. When they tell you how to build it, tell them to go build their own. It’s your car, and you’ll be much unhappier with the car they wanted you to build. You don’t want that, do you?
When Toyota started Scion in 2001, nobody expected it to do much of anything. It didn’t. Well, yes, the original xB was an all star smash hit, and the tC was a great combination of bulletproof reliability combined with an astonishingly low asking price, but everything else they did, let’s be honest here, was a massive flop.
The 2001 xB was an excellent car. It was fun to drive, affordable, and instantly lovable. It was, in my eyes, the modern version of the original VW Type 1 Beetle. It was originally marketed towards Gen X, but everyone from teenagers to seniors bought it. It was just that kind of car. Every 10 years or so, there’s a car like that. It comes out of nowhere, sells like cocaine in the 1980s, and is fondly remembered by many. The “toaster,” as it was affectionately called wasn’t fast – it was far from it. It was safe, it had almost as much space as a minivan, thanks to its boxy shape and was easily customizable – from the dealer!
Yes, you could walk into a Toyota dealership that sold Scions (I’ll get to that in a bit, I swear), and get a Scion xB, then go over to their customizing desk, and decide how you wanted to customize your xB, all within 20 feet of each other! There were so many options, you had to fill out a questionnaire so the customizing agent could help you out! The great part about this was that you could customize the car to your specific taste, not worry about voiding the warranty and walk out within two hours.
The 2001 Scion xB was the car that kicked off the dealer accessory craze. It was a great marketing tool for many brands. Want a roof rack? You had a choice between Thule and Yakima, and between the two, literally 50 different roof racks to choose from. Want a wrap on your xB? The techs could slap it on in 20 minutes. The list goes on. All these accessories were affordable – you could walk out of the dealership with a Scion xB, customized the way you wanted it, with a good warranty, fully registered and insured, for $22,000.
That’s what the appeal was. As I said, everyone from teenagers to seniors, and everyone in between bought the car. It shocked Scion’s marketing team, and even Toyota. Nobody predicted so many cars would be sold.
Unfortunately, Scion failed to deliver with the second-generation xB. It had gigantic shoes to fill, but it had baby feet. It was heavier – almost 500 pounds heavier. It was more expensive; to the point that people walked over to the Toyota sales desk and bought a Matrix. It used to be that the Matrix was just a hatchback Corolla (the xB was too), but it was kind of like trying to differentiate between twins. The Matrix was cheaper, but it didn’t have the instant customizability that the xB had. The difference showed in sales – Scion still had all their repeat buyers, but the Matrix was just a better car overall. Buyers went to the Matrix, until Toyota killed it in 2013.
Onto the tC. It was a perfectly fine car, but by no means was it on the same level as the Mazda 3 or the Honda Civic. The build quality was great, no doubt about that. It just left something to be desired. But, it was cheap. Dirt cheap. That’s why every 8th car you see on the road is one. Well, maybe not that many, but it sure seems like it. It wasn’t as easily customizable as the xB, but it certainly had it’s benefits. It was cheap enough for those starting to get into the automotive scene to modify it like no tomorrow, but drive it to school or work every day. The Mazda 3 could do that too, but was more expensive. It was also marketed towards college students and above.
Let’s talk about the stupidity of selling Scions next to Toyotas that were similar in price. Seriously, who at Toyota, when they were planning Scion, thought that was a good idea? It’s like selling candy bars next to each other. You can’t choose the right one. That’s what happens when there are too many options. Scion sales would go sky-high for a couple months, then Toyota compact car sales would overtake them like you wouldn’t believe. It was just a constant game of tug-of-war.
Imagine walking into an Armed Forces recruitment center, with all the recruiters standing there, all trying to give you “the best deal you’ll get.” The truth is, they all offer the same thing, but they disguise it well. Just choose the one you like best and the others will find somebody else.
This was Scion’s ultimate downfall in my eyes. They simply couldn’t compete with the elephant in the room.
Yes, they had other problems. Their other cars were practically carbon copies of Toyotas. Why buy a Toyota Yaris hatchback when you could buy a Scion xD? The Yaris was cheaper, and had essentially the same things going for it. The xD had a bit more power, but the Yaris at least looked halfway decent. The xD looked like someone chiseled a block of concrete with an ax, slapped wheels and a price tag on it, and pitched it to Scion.
What might have been the best car Scion made, apart from the 2001 xB, was the FR-S. It was cheap, which was Scion’s main selling point. It was an incredibly fun car to drive, and the perfect one for the budding autocrosser or track day enthusiast. It’s biggest downfall is that Subaru and Toyota sold the exact same car, but with different badges. Yes, I know it was badge engineering, but why buy the Scion when you could buy the Subaru? That was the dilemna many prospective owners faced. It offered more utility and just as much fun as the Miata, but it was a price difference of $2000 between the Scion and the Subaru.
So, what was Scion’s downfall? Poor sales after the redesign of the first-generation xB, offering similar, if not identical products, and no dedicated dealers. Will I miss Scion? Yes. I will miss the magic that the 2001 xB brought to the automotive world, the affordable performance the FR-S brought wailing and burbling into the automotive world, the instant and easy customizability that any Scion brought, and the ferocious sibling rivalry between Toyota and Scion.
Will Scions keep their value? Who knows. Only time will tell. The resale value of the 2001-2007 xB has certainly held up, and likely will for a while. They are cheap, but the price hasn’t gone up or down, like most cars. The tC, a fantastic car in it’s own right, may hold up. It’s hard to tell with that one. The FR-S? Maybe, maybe not. It was a worthy Miata competitor, but it’s identical siblings, the Subaru BR-Z and Toyota GT86 (non-North America markets only), will still be in production.
I am saddened that Scion couldn’t clean up their act, but they obviously weren’t competitive. Their market went away. They had a nice run though, and there are certainly other choices.
Say you have a Mazda Miata. It doesn’t matter what generation Miata you own – there are many options to make your Miata into a track monster, a daily driver with some oomph, a canyon carver that will hang around with a Porsche 911 GT3, and anything in between. If you don’t have a Miata, I highly encourage you to get one. Hop onto Craigslist, type in “Mazda Miata” and see what comes up. You can get one for $1,000, but I wouldn’t recommend that, unless you know what you are going to do (i.e. yank out the engine, put on new bodywork, etc.). If you know what you want to do, get one for cheap. Otherwise, my rule of thumb is get the nicest one you can get. Paying a few thousand dollars more for one that’s been taken care of, has a paper trail, and no accidents will mean less of a headache for you down the road.
The Miata was designed with extreme abuse in mind, so keep in mind it’s pretty hard to break them. They are durable cars, and will hold up to more abuse than many new cars.
Here are some options:
Monster Miata: Ever wanted to stuff a V8 into a tiny roadster just for the hell of it? That’s exactly what Monster Miata did. The overall structure of the Miata is more than capable of holding up to the massive stress of a V8. It’s almost as if the Miata was built for it! Monster Miata certainly has the expertise – they have done over 100 conversions in the past 20 years. You can have Monster Miata do the conversion for you, or you can do it yourself through their incredibly detailed instruction manual. You can buy the kit (not including a motor) for $3,995, which includes everything you’ll need to shove a Ford 302 V8 into one. You can find a Ford 302 V8 from a 1980s-1990s Mustang for $1,000. Throw in the fact you can get well over 400 horsepower without having to put a supercharger or turbocharger onto the engine, figure about $1,000 for everything. What do I mean by everything? The car, the kit and the engine. That’s a really good deal, especially because the Monster Miata cars are designed to be daily drivers, but track cars, autocross cars, and weekend warriors all in one package. Check them out at monstermiata.webs.com Doesn’t look like it’s going to fit, does it?
Flyin’ Miata: Flyin’ Miata started modding Miatas when they came out in 1989. They have everything from V8 conversion kits to turbocharger kits. Flyin’ Miata stuffs GM’s wonderful LS-series engines into the tiny engine bay of the Miata. The car gains less than 200 pounds, 1/3 of which is on the rear wheels. Road & Track tested one in 2013, and it hit 60 mph in 3.8 seconds. That’s Porsche 911 territory. Automobile Magazine compared it to the Shelby Cobra. A Flyin’ Miata will be a bit more expensive, but it’s well worth it. Monster Miata only does NA generation Miatas (first generation) conversion kits. Flyin’ Miata does V8 conversion kits for all generations of Miata. I’d go for an NC generation Miata (third generation), just because I like them the most. Oh, you can also buy used ones from Flyin’ Miata. Don’t worry about repairing them – any engine, transmission, or rear end part can be bought at any GM dealer, and most other parts can be bought at your local Mazda dealer. Want to keep the little four banger but want near LS engine power? Not a problem! You can get a turbocharger from Flyin’ Miata, as well as all the necessary parts. It’s literally a bolt-on process.
Now, some of us might not have that kind of money. Don’t worry if you don’t – there are still plenty of options to make your Miata a speed demon!
Tires, tires, tires: I can’t say enough about how a good, sticky set of tires will dramatically improve the handling characteristics of your Miata. Get a set of really sticky summer tires, and if you daily drive your Miata, get a set of all-season tires that will last a while. This will mean a couple of sets of wheels, which I’ll talk about in a second. Just keep this in mind: the right summer/track tires can make the difference between winning and losing a race, but they come at an expensive price. Tires aren’t exactly the cheapest things on the planet, and considering that the Miata is a small car, you probably won’t have room to put four wheels (with tires on them), plus a cooler, tools, and whatever else you bring to the local autocross or track day. Think about towing the car if you can, or get a really small trailer. Lots of grassroots racers do that. Also, ask your friend if they will loan you their truck for a day, or ask a racing buddy who has a truck and is going to the same event if they can grab your tires.
Wheels can also make a big difference. A carbon fiber set of wheels will shave a good 20-30 pounds off the weight of your car. It might not sound like a lot, but consider this: lighter wheels + stickier tires = more smiles per mile. There are a lot of options for wheels, and tires.
Cold air intake: Want a bit more power out of your Miata, but not so much? A cold-air intake is a great investment. It works as a kind of ram-air system. They draw cold air from outside the car into the engine. Because of this, combustion requires less heat and fuel, which means a more efficient burn. Acceleration will increase, not dramatically, but you certainly will notice it. Your fuel economy will also increase, no matter how hard you drive the car. The engine note will be louder and more aggressive. It won’t bring the cops to your house at 1:30 a.m. when you’re revving it (good ones won’t), but it will have more of a roar then before. Get one from a reputable brand like: K&N (who promise, and deliver an extra 15 horsepower or your money back), Injen, Volant and Airaid. This is a great modification, and it’s pretty cheap too! One from, say, K&N, will cost about $300-400.
Bigger brakes: If you’re planning on seriously autocrossing or tracking your Miata, invest in bigger, better brakes. You don’t need to go all-out and get massive 14-inch disc brakes – when you hit the brakes, the car will literally catapult you out of it! Step up about an inch or two in rotors, and don’t go above four-piston calipers. I’d go for EBC brakes. They provide great stopping power at an affordable price.
Upgrade the suspension: Get adjustable coilover shocks, better struts, etc. They will make the ride a bit stiffer, but if you’re serious about driving the car hard, the added stiffness will pay off.
Racing seats: Most tracks will not allow you to track the car without a racing seat, a HANS device (I’ll explain that in another post), a five-point harness, a track suit, gloves and a helmet. Those are all great investments, and I’ll get to them in another post. They are a bit too much to explain how to get in this post. But, a racing seat is a great investment. Look at Corbeau, Recaro, and Sparco. They are all incredibly comfortable, and you can keep the stock seatbelts in the car, so you don’t have to buckle up into a five-point harness every time you have to go to get milk.
Rollcage: If you are going to track the car, definitely get one of these. A rollcage will protect you when you flip over at the track. Airbags will only do so much to save you. Not to say they aren’t great, because they are, but they won’t help very much when you flip going 110 mph. That’s where a rollcage will. The car will be damaged, but you should be able to walk away with only minor injuries. Go to a trusted and highly recommended fabricator. It should be a piece of cake for them. You should also get it padded, because a rollcage will seriously injure you if you’re driving without a helmet on. Most of the time, the padding can be removed if the track safety officials won’t allow it.
Less weight: Never really used the air conditioning in your car? Rip it out and there goes about 30 pounds. Keep the heater core and all of the defroster stuff. Rip out the soft top and get a hard top. There goes another 30 pounds. Remove the spare tire and jack from the trunk, and that’s probably a good 30 pounds. This will free up trunk space, and you can get a tire repair kit. That right there is 80-90 pounds.
All of these options are great. You will love the added performance bonuses all of these options give you. Think about it this way: if you don’t want a massive V8 in your Miata, all of the cheaper options I listed will total about $10,000, which is about the same price as one of the V8 conversion kits (before the engine). Excuse me, I have to go onto Craigslist and find a Miata to do all of this to. As always, donations are gladly accepted. I have always wanted one, after all…Why not go all out and get one with a V8?
I have a cousin. Well, I have a few, but I’m only going to talk about this one specific cousin. Why? Because he’s a rad surfer who needed a new ride, he takes gnarly photos, and is just one rad dude. Oh, and he’s my cousin. Bruh, enough with the surfer speak.
A while ago, my cousin Colin sent me an email asking if I could help him through the process of finding the perfect truck for him. After talking to him and figuring out his needs, I suggested that he look into either a Dodge Ram 2500 with the Cummins turbodiesel I6 engine, or a Toyota Tacoma. He decided that the Toyota Tacoma was the best choice for him. The Ram is a perfectly good truck, but it was just far too big and heavy-duty for what he needed.
About a month later, he contacted me saying he had found the perfect truck. It really was the perfect truck. It looked like it had just rolled off the dealership floor. Sure, it had some scratches and dings in the bedliner, but at least the previous owner used it like a truck. Who cares if there are some digs and scratches in the bed?
The engine runs like a top, it has plenty of power, and the whole truck overall feels brand-new. Everything works perfectly for him, and it will only be an amazing truck for him to use as an off-road expedition vehicle, as well as a great truck for him to use for his photography needs. Oh, and it will be big enough for home improvement projects and all of his surfboards. You can’t beat that.
The Toyota Tacoma is a wonderful platform for just about any off-road platform. Why? It’s rock-solid, has a lot of power that can be easily accessed by just about any driver. Think of it as a pickup truck version of the Jeep Wrangler. You can slap big tires on it and hit the trails. That’s literally all you need to do. The bed is big enough to hold vast amounts of cargo, and is big enough for the owner to sleep in it. It’s also compact enough to drive it around in a big city, which is exactly what the previous owner did with it.
Here’s the specs on a 2006 Toyota Tacoma 4×4.
The 4.0-liter V6 is powerful. It makes 236 horsepower and 266 lb-ft of torque. That’s more than enough to move a 3,500-ish pound truck. My cousin’s truck has the optional five-speed automatic (a six-speed manual came standard). While it would be fun to drive a Tacoma with a stick shift, it most certainly wouldn’t in Los Angeles. Believe me, I drove stick for a summer there. It wasn’t fun, nor was it pretty.
Back to his truck! The interior isn’t as nice as something in, say, a Buick, but it’s a truck. It’s not meant to be nice. It’s a truck. It’s meant to get dirty, so why be nice? Many modern trucks have nicer interiors than my dad’s Buick Enclave! The ride is comfortable. It feels like a car, albeit a bit stiff on choppy roads. But, that’s to be expected with any truck. It’s hard to get a smooth ride when there’s no load in the bed. It’s not to say that it’s impossible, it’s just prohibitively expensive for an automaker to do it for hundreds of thousands of trucks. That being said, the ride is amazing for a truck. Most of the time, you won’t even notice that there’s a bed behind you. Backing up, there’s visibility for miles. The hood is short, and you have what might be one of the most commanding views of the road. Who doesn’t want to feel like the Supreme Ruler of the Road?
It has high mileage on it, at 153,000, but these trucks last well over 400,000 miles, so it’s broken in! According to the previous owner, most of those miles were on the highway. Considering the pristine shape the truck is in, I believe it.
Overall, he has a smoking hot truck! Would I recommend a Tacoma to a prospective truck buyer? Of course I would. It behaves like a truck in all the ways that you want it to, yet is docile and easy to drive for any kind of driving you might do. The Tacoma is a great truck for somebody who wants a daily driver that they can use for some light towing/hauling or home improvement projects over the weekend. The Tacoma gets about 20 mpg combined, and can get up to 25 mpg on the highway. Why? Because the engine is powerful enough that the truck doesn’t have to work hard to get around. 20 mpg is pretty good for a truck, let alone one that’s nine years old.
I had mentioned that he takes gnarly photos. Check out his Instagram account at https://www.instagram.com/blackurchin/
He’s got a website he’s almost done setting up right now (blackurchin.co), but he has another website with a lot of absolutely breathtaking photos. https://colinericphoto.smugmug.com/
If you were wondering if that little bit about his photos is sponsored by him, it’s not. He has no idea that I’m telling the whole wide world about how good of a photographer he is. I just want to get the word out about one of the most rad photographers out there. Oh, and I’ve heaped enough praises about the Tacoma for one day. Well, maybe I haven’t, but I’ll cater to your good side.
If I’ve helped you find a car, and would like me to feature it, I’d love to! I’m always here to help people find cars. I love doing all the research, helping find the right car, and then watching the lucky buyer come out of the dealership or from where they met the seller with a big goofy grin on their face. I get a big goofy grin as well.
If you had such strong brand loyalty that you had to fill your two-car garage, what car combinations would they be? Here are mine. Tell me what you would fill your garage with!
BMW i8 and X5 M: For the moment, the closest thing to a spaceship you’ll get is the BMW i8. It has liberal use of carbon fiber, and it’s fast enough for most of us mortals. The X5 M is fast, luxurious, comfortable, and can haul a lot of people or random things you get. The funny thing is that the i8 gets better fuel economy than the X5 M, and the X5 M is almost as fast as the i8. Sounds like a good combination to me!
Cadillac CTS-V and Escalade: Cadillac aimed for the throat when they introduced the CTS-V in 2004. That hasn’t changed one bit, and we should be grateful. The CTS-V uses a barely-detuned version of the Corvette Z06’s LT4 motor. If you need to haul a bunch of people in the lap of luxury, go for the Escalade. The Escalade radically changed the SUV game in 1999. This might be even better than the BMW combination.
Chevrolet Corvette Z06 and Colorado Z71: The Corvette Z06 is the automotive equivalent of a fighter jet that an inexperienced pilot can dogfight in. The Z06 will hold it’s own against a flat-out racecar on a track, but you can daily drive it. However, you’d be better off daily driving the Colorado Z71. Get the Colorado with the Duramax diesel engine, and you’ll get great fuel economy and have more fun than with a gasoline-powered Colorado in the process.
Ford Mustang Shelby GT350 and F-150: You’ll get the utmost in performance with the Mustang Shelby GT350. Road & Track named it their Performance Car of the Year. I can’t say the 2017 F-150 SVT Raptor is the perfect garage-mate for it because it hasn’t come out yet. You’ll have to make do with the F-150, which is a great truck in it’s own right. Plus, good luck carrying anything bigger than a shopping bag or briefcase in your Mustang.
Jeep Wrangler Rubicon and Grand Cherokee SRT-8: Few unmodified cars can do as well off-road as a Jeep. However, when you build one towards the heavens to explore places few others have been, they tend to be horrific on the street. See, the solution to that is to have a Grand Cherokee SRT-8 for actual streets. If you’re only going to drive a Jeep on the streets, it might as well have 475 horsepower…
Mercedes-Benz AMG GT and E63 AMG wagon: Mercedes has a giant killer on their hands with the spectacular AMG GT. We shall see if it will topple the giant that is the Porsche 911. Either way, the AMG GT is a fantastic driver’s car. In fact, Motor Trend named it their Best Driver’s Car. If you need more utility than a two-seat supercar can offer you, but still want to go fast, get the E63 AMG wagon. It’s slower than the AMG GT, but you can take the whole family with you.
Porsche 911 GT3 RS and Macan Turbo: Unless you go out and buy a legitimate race car, the Porsche 911 GT3 RS is the closest you’ll get. It’s street legal, so you can drive it to the track. It won’t be at all fun with potholes, speedbumps, and road imperfections, so fill out your garage with a Macan Turbo. If you squint hard enough, you could convince yourself it’s just a hatchback with really big wheels.
Tesla Model S P90D and Model X P90D: I’m sure that most of us would love to own a Tesla. The Model S was a groundbreaking car. The Model X is pretty damn cool as well. I’m still holding out for the Model 3, and would love to see a Tesla Roadster version 2.0, but this would be the perfect electric garage.
Volvo S60 Polestar and XC90 T8: I’ve always been a fan of Volvos. However, very few of their cars are truly exciting. However, the S60 Polestar is by far the sportiest car that Volvo has offered in a very long time. The XC90 rivals Range Rovers in terms of luxury, but at a much lower price. Go for the T8, and you’ll have a 400 horsepower hybrid to play around with. How can you not love that?
Mazda Miata and Miata Cup Racer: It’s just like with Jeeps. If you buy one to build it up to win races, you should have a stock one to drive around. With the ND generation (4th generation) of the Miata, you can get a stock Miata for daily driving, and a full-out race car. The Miata Cup Racer costs a tad more than $50,000, and a loaded stock Miata goes for around $30,000. While not everybody can afford both of these Miatas, it’s likely that nobody on this list could buy the combinations of cars I’ve listed.