Automobile

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JULY 2015
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Inside / Features
42
60
07 . 2015 . 6
Steven Cole Smith
DeltaWings Off-Track
Showdown
Don Panoz, the radical race cars principal backer, batles Nissan
in court over the ZEOD RC and other issues.
David Zenlea
2016 Chevrolet Camaro

How did Chevy go about replacing
the successful but fawed Camaro?
It changed everything. And nothing.
Plus the 10 coolest Camaros of all time.
66
Dale Drinnon
The Touring Superleggera

Berlinetta Lusso
Italian coachbuilder Touring
further elevates a Ferrari F12
with timeless crafsmanship.
74
Rory Jurnecka
Then & Now:

1967 Porsche 911S Targa
2016 Porsche 911Targa 4S
Born during difcult times,
the Targa became the convertible
for coupe lovers.
80
Christopher Nelson
As a long, grity rivalry comes to

an end, we ask: What will happen
to Subarus WRX STI?
AUTOMOBILE (ISSN 0894-3583) July 2015, Vol. 30, No. 4. Published monthly by TEN: The Enthusiast Network, LLC., 261 Madison Ave., 6th Floor, New York, NY 10016-2303. Copyright 2015 by TEN: The Enthusiast Network
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COVER: WILLIAM WALKER
The End of the Evo,

the End of an Era
AN ICON JUST GOT LARGER
THE NEW NAVITIMER 46 mm
BREITLING.COM
Inside / Departments
IGNITION
14
07 . 2015 . 10
38
Michael Floyd
Editors letter
Lincoln and Cadillac, in the trenches
again in the name of luxury.
16
News
UPSHIFT
Lincoln and Cadillac debut

the Continental Concept and CT6;
inside BMWs design archives;
a mid-engine Caddy?
86
22
Volvos 2015 V60 T5 is the

best kind of throwback.
Robert Cumberford
94
Four Seasons Wrap-Up
By Design
Collectible Classic
The Bentley EXP 10 Speed 6

concept exudes British sportiness.
Arthur St. Antoine
The Asphalt Jungle

Driving goes the way of the dinosaurs.
26
20
Jamie Kitman
96
Noise, Vibration & Harshness

Your Bentley, good sir.
Auctions
DRIVEN
32
2016 Cadillac ATS-V
A hungry new carnivore crafed
from the inside out.
28
38
Letters
Subaru BRZ TS
Who you think shouldve made The

25 Greatest Designers of All Time.
A BRZ short of our dreams, but its

beter than the car its based on.
BMW design
boss Adrian van
Hooydonk points
the fnger at some
of the automakers
cornerstone
designs.
A 1966 Ferrari 275GTB Competizione

brought in big bucks, and a 68 Toyota
Corona ranked as the best buy at
the Scotsdale Auctions in Arizona.
102
Non Sequitur
Five generations of Camaros,
in sketches.
GM MEDIA ARCHIVE, NVH: TIM MARRS, ALFA ROMEO: JULIA L a PALME
24
Living la dolce vita in a 1974

Alfa Romeo Spider.
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MOTHERS.COM
12 . AUTOMOBILEMAG.COM . 07 . 2015
At Mothers, were always thinking of ways to make the world

a better place for cars. And while some ideas may never make
it onto the shelves, rest assured, well never stop innovating.
www.automobilemag.com / Mike Floyd

EDITORS LETTER
INCOLN AND CADILLAC HAVE BEEN
at each others throats for almost 100 years.

The Hatfelds and McCoys have nothing on
these car-making combatants, which were
incrediblyfathered by the same man: automotive
pioneer Henry M. Leland.
There are few longer-running rivalries in any arena.
Every chrome-plated haymaker was met with a whitewalled
counterpunch, all in a bid to gain an ever-greater share of the
American luxury-car market they dominated.
At least, that was the case during the Motor Citys golden
age. The past fve decades have exacted their toll on two of
Americas most storied brands.
But at this years New York auto show, it suddenly seemed
like 1959 again.
Cadillac with its CT6 and Lincoln with its Continental
Concept were the toast of Broadwayor at least the talk of
the auto journalist rabble hoofng it around the Javits Center
during the shows media days (see page 16 for more).
Both are full-size sedans, a long-familiar battleground for
the brands. And though both cars promise luxury, theyre
going about it in decidedly diferent ways. Quiet and elegant
vs. athletic and prestige-seeking. Game on, again.
For us, quiet luxury is around elegance, its around
efortless power, and its around a serenity, a calmness, and a
relaxing nature, Ford CEO Mark Fields said at the reveal of
the Continental Concept, a car he stressed was very close to a
production-ready vehicle. A full-size luxury sedan usually
connotes the epitome of the brand, and for where we are in the
journey right now with Lincoln, this represents the fagship.
I had a chance to luxuriate in the back of the Continental
Concept, and although features such as the champagne chiller
and pop-up tablet holder are fuf were unlikely to see in a
production car, I picked up on the quiet luxury vibe that
Fields and Lincoln president Kumar Galhotra were laying
down. The seats were plush and posh, and you can adjust
them 30 ways to Sunday. No, really, the Continental features
patented 30-way seats. You want your left leg more elevated
than your right? Yeah, it can do that. The cabin is thick with
top-shelf materials, and the vehicle is equipped with a
multitude of high-tech options and safety nannies, many of
which are already deployed on todays Lincolns. Technology
not for the sake of technology, but technology to help our
customers every day, Galhotra said of the cars feature set.
Outside, the Lincoln Continental Concept looks stately
and refned, with a gleaming new chrome grille. It looks more
than a little like a Bentley. Bentleys chief designer Luc
Donckerwolke thought so, and he lit up Lincoln design
director David Woodhouse on Facebook, letting him know
Bentley tooling was available if Lincoln wanted it. Coldblooded. Who owns the Continental name again?
V O L U M E 3 0 . N O . 4 . J U LY 2 0 1 5
GAME ON,
AGAIN
There has been lots of kvetching over the chassis the
Lincoln Continental production car will be built fromlikely a
version of the same front-wheel-drive platform that underpins
the Taurus and MKS (itll probably be stretched and may come
standard with all-wheel drive). And theres only one engine so
far: a 3.0-liter EcoBoost V-6 that will be exclusive to Lincoln.
But Galhotra made it clearer than the crystal champagne
glasses in the back seat that the Continental is not aiming to
rip around canyons.
We understand that there is a luxury segment out there
that is looking for really aggressive machines, Galhotra said,
but we also hear from a very large number of luxury customers
who are looking for something very diferent. Theyre looking
for elegant, beautiful, quiet luxury experiences.
Thats no doubt just fne with Cadillac president Johan de
Nysschen, who rolled out his vision of what the 2016 Cadillac
Touring 6 sedan represents for the brand. Even better, he got
to do it in New York, Cadillacs new home base.
The CT6 strikes a true luxury proportion, but its so
much more. Its also unmistakably a Cadillac, which means
its a drivers car. The CT6 will be the lightest and most agile
car in the class of top-level large luxury sedans.
Unlike Lincoln, which has been searching for an identity,
Cadillac has been forging its path for more than a decade now
through its Art & Science design theme and its rampaging,
rear-drive V-Series cars. The CT6 completes a trio of vehicles
that now appears poised to take on the BMW 3, 5, and 7 Series
and others, with base models, sporty variants, and mean,
monster V versions of the ATS, CTS, and (maybe) CT6.
Of course, you cant talk about either brand without
mentioning the C-word: China. Fields made no bones about
Lincolns Chinese aspirations, and Cadillac has clambered
aboard the Beijing bandwagon as well. What type of newly
defned American luxury will the Chinese prefer? The answer
to that question will go a long way toward determining which
brand will thrive. For now, were just happy to see them at
each others throats again.
By Christopher Nelson
BIG BODIES,
The Lincoln
Continental Concept
Everyone remembers and loves the 1961 Lincoln
Continental, the long, low sedan with suicide
doors. This front-wheel-drive concept has far less
swagger than that sedan from the 60s, but its
defnitely cooler than anything weve seen from
Lincoln in the last decade. Most important, it has
us excited to see what the automaker can do with
a dedicated rear-wheel-drive platform, which
should be coming in the next few years.
A production version
of the Continental is
confrmed for next year
and will likely be built on
a stretched version of
the platform that
underpins the MKS.
A turbocharged,
3.0-liter V-6 engine will
be exclusive to Lincoln
and will likely send its
power through an
available all-wheeldrive system.
BACK
AGAIN
Push just one

buton, then the front
passenger seat slides
forward and the
30-way adjustable
rear seat fully reclines.
Lots of high-end
interior materials,
including Venetianstyle leather, satin,
shearling wool, and
rose gold.
The automaker is
abandoning the
split-wing grille seen
on current Lincolns in
favor of this new
design that will
propagate across the
lineup.
We hope these
LED matrix
headlights will be
legal by next year, but
its doubtful. Dont
expect them to make
it to production.
ITS GREAT
THEYRE CONTINUING
TO EVOLVE THE BRAND.
I THINK AMERICAN LUXURY CAN
TAKE ON MANY FORMS.
Andrew Smith, Cadillac design
chief, about Lincoln and its
Continental Concept
Wish it were
more like this:
1961 Lincoln
Continental that
celebrities drove.
Glad its not

more like this:
1990 Lincoln Town
Car that celebrities
chaufeurs drove.
Ignition
CADILL AC & LINCOLN / MID -ENGINE CADILL AC / BMW DESIGN /
CUMBERFORD / ST. ANTOINE / KITMAN / LETTERS
Cadillac and Lincoln, once Americas pre-eminent

luxury brands, are rediscovering themselves. Cadillac
is well on its way to being cool again, a change that will
be capped by a move from downtrodden Detroit to hipand-happening Manhattan. Lincoln is doing everything
it can to gussy itself up, slowly making its way back to
The Cadillac CT6

The CT6 is todays big-daddy Caddy, not
tomorrows. A larger, more luxurious Cadillac
sedan is still en route, and we should get our first
glimpse of Cadillacs rival for the Mercedes S-Class
in 2019. The CT6 is slightly shorter than an S-Class
or BMW 7 Series and will be positioned between
the CTS and the German flagships. Its a mighty
fine placeholder for a full-fledged flagship.
I HAVENT HAD A
CHANCE TO SEE THE CADILLAC,
THOUGH FROM WHAT IVE
SEEN IN THE PHOTOGRAPHS, IT HAS
NICE PROPORTIONS.
relevancy. At the 2015 New York International Auto

Show, Cadillac introduced its swanky CT6 production
sedan just after Lincoln debuted its posh Continental
Concept. Can these two full-size behemoths shape the
future of red-white-and-blue luxury and help bring their
respective brands back from the brink?
Engine choices
range from a 265-hp
turbo-four in the base
car to a 335-hp V-6,
a twin-turbo V-6 with
more than 400 hp, plus
a plug-in hybrid. All will
be paired to eightspeed automatic
transmissions. Rumor
is an all-new overhead
cam V-8 is on the way.
The CT6 is built on an

all-new architecture
dubbed Omega, a
rigid, rear-wheel-drive
platform that is
aluminum-intensive
but uses high-strength
steel for stiffening and
crash protection.
CT6 (Cadillac
Touring 6) is the first
Cadillac to embrace
alphanumerics, so
now its (dumb) name
is more in line with the
German competition,
such as Audi A6 and
Mercedes E350.
When the car is

parked with its
security system
enabled, 360-degree
cameras record
footage, and a
rearview mirror is
swapped for a screen
that projects an
image from a
rearview camera.
Which is beer,
40 inches of legroom
with massaging rear
seats or a 34-speaker
Bose audio system?
David Woodhouse,
Lincoln design director, about
the Cadillac CT6
Wish it were
more like this:
1975 Cadillac Seville
sedan that competed
with German luxury cars.
Glad its not

more like this:
1992 Cadillac Seville STS
that pushed people to
German luxury cars.
07 . 2015 . 17
By Todd Lassa
Ignition / Industry
Cadillac
Corvette
Should the mid-engine Zora
be a Chevy or a Caddy?
Long-running rumors of the mid-engine
Chevrolet Corvette Zora recently
resurfaced after spy shots of a mule came to
light, providing some proof that General
Motors may fnally be developing a midengine sports car. The thing is, though, I dont
think General Motors mid-engine sports car
would beor should bea Chevy but rather
a Cadillac, a theory that I frst put forth in
our April 2015 issue.
In the subsequent issue, editor-at-large Arthur St. Antoine
pushed back, saying that a mid-engine sports car from GM
would be a Corvette, and if the project doesnt stall, look for a
mid-engine Corvette to bow as a top-tier model of the Corvette
C8 in 2017. Sorry, Art, but I still dont see that happening.
Heres why:
Cadillac dipped
its toes into the
mid-engine pool more
than a decade ago with
the Cien concept, which
debuted at the 2002
Detroit auto show.
The Corvettes
long-nose, front-engine,
rear-wheel-drive layout
is iconic. Even if the midengine rumors are nearly
as old as the Corvette
itself, the cars instantly
recognizable design
shouldnt change as much
as a mid-engine layout
would require.
The seventh-generation
Corvette Stingray is
only two years old. Its
the best-performing,
best-handling, bestbalanced Corvette ever.
What would GM achieve
by applying a Chevy
badge to a six-fgure,
mid-engine sports car,
other than drain sales
from the potent Z06? A
very low-volume halo to
the Corvette, which is
already a halo for the
Chevy brand?
Cadillac needs sports
cars, according to its
president, Johan de
Nysschen. Cadillac
should look at one or
two sports cars that you
buy for emotional
reasons, not for
practicality, but because
theyre so sexy and fun to
drive, he told me last fall.
As Audi of Americas
president for almost
12 years, he witnessed
how the mid-engine R8
elevated Audis position as
a premium brand.
Cadillac has the deep
pockets to pull it of. Or,
at least, it did until Harry
Wilson and his Wall
Street cronies forced GM
into a $5 billion stock
buyback. But under a new
GM accounting system,
Cadillac keeps a separate
set of books from the rest
of the company. For
Cadillac, some cars have
to make volume for us,
some cars have to make
money, and some cars
have to make image, de
Nysschen says. If Cadillac
still had its cost
accounting procedures
mixed in with Chevrolet,
Buick and GMC, [youd]
probably never do the
halo cars. The way to
measure it properly is to
say, Well, how did they
help the pricing power on
the rest of the cars?
Thats their contribution.
Prove me right, GM, and
have the mid-engine
Corvette wear
a Cadillac crest.
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Ignition
1956-59
BMW 507
1
2
This was the frst thing I

asked my team to go and
look for, van Hooydonk
says. The car was designed
by Albrecht Graf Goertz,
who was German-born. ...
Whats interesting is that it
was designed not in Munich
but instead in New York. Its
the 50s, and you can begin
to see some U.S. infuence.
These things could not
have come out of postwar
Germany. In New York
everything was modern and
new and big.
2
1962-71 BMW
Neue Klasse sedan
BMW had nearly gone
bankrupt when industrialist
Herbert Quandt invested in
the company in late 1959 and
helped bring the successful
Neue Klasse, or New Class,
to life. BMW didnt really
have a design department;
design, if you could call it that,
was part of carrosserie (body
engineering), van Hooydonk
refects. An outside consultant
from Italy, the legendary
Giovanni Micheloti, did
frst sketches and then
collaborated with Wilhelm
Hofmeister, who infuenced
the kink in the rear quarter
that is now a fxture in BMWs
design vocabulary.
1966-77
BMW 1602-2002
This is the car that got
BMW noticed in the States,
particularly afer U.S. importer
Max Hofman suggested
installing a larger 2.0-liter
engine. Georg Bertram
was the originator of the
2002 design, recalls van
Hooydonk. You see the detail
in the sketch, and thats exactly
how the car turned out.
1975-83
BMW 3 Series
BMW passed on a proposal
from Giorgeto Giugiaros
Italdesign in favor of a design
by Paul Bracq, the Frenchborn BMW design director
who also did the 1972 Turbo
concept car. This sketch is on
20 . 07 . 2015
TOTALLYPIC.COM
By Richard Bremner
07 . 2015 . 21
/ Design
Behind
BMW
Canson paper with colored

charcoal and marker pens. It
was a prety dusty process.
Youd take a sketch and go
like this, BMWs current
design director says, fanning
the drawing like a sheet.
5
1990-99
BMW 3 Series
Pinky Lai, a famboyant

designer from Hong Kong,
came from Ford to work with
Austrian-born BMW design
boss Boyke Boyer on this
car. This is the 3 Series that
somewhat revolutionized
BMW design, says van
Hooydonk.
6
1999-2006
BMW X5
American Chris Chapman,

who lef Isuzu to join
BMWs DesignworksUSA
studio in California, did the
frst drawings of the X5. I
remember it was an exciting
program because there had
never been a BMW this tall,
notes van Hooydonk. Now,
from the X1 to the X5, SUVs
are one-third of our business.
7
2002-06
BMW Z4
I always liked his sketch
style, says van Hooydonk of
Anders Warming, designer of
the Z4 who now heads up the
Mini design department. Its
strong, sharp, and extreme,
but interesting. It was the
most successful interpretation
of fame surfacing, design
director Chris Bangles
controversial concept.
2014-present
BMW i8
Some of BMWs most precious creative

seeds are spread across a desk. Unearthed
from the corners of the design department,
these sketches and renderings show the
development of BMWs design language
through the years. We see a couple of
milestones that I believe gave BMW design a
decisive push, says BMW design boss Adrian
van Hooydonk, who is taking us on what he
describes as a whirlwind tour of BMWs
design history. Its the result of a plunge into
the automakers vaults that has uncovered
50 years of images, some of which even van
Hooydonk hasnt seen before.
Design
Croatian Mario Majdandzic

designed the i8 hybridpowered sports car. Van
Hooydonk remembers, The
whole concept came from a
trip that Majdandzic made to
the BMW studio that we then
had in Singapore in order to
develop a new language for
a new green car with a new
type of technology. Floating
panels, clean surfaces,
and transparency were the
priorities, and the production
car refects this.
A thumbthrough of the
automakers
archives
Ignition / Robert Cumberford

BY DESIGN
BENTLEY EXP 10
SPEED 6 CONCEPT
More British, less German
2
1
6
I
t looks heavy, I said to
Luc Donckerwolke, Bentleys
design director, as we regarded
his new Bentley EXP 10 Speed 6
coupe concept in Geneva earlier
this year, hastening to add and
thats a good thing. After all,
Walter Owen Bentleys entire
engineering background was
established by 19th-century
railroad technology, and given
the relatively unsophisticated
metallurgy of the time, his
practice of making things big
and strong so they wouldnt
break was a sound strategy that
paid of in multiple Le Mans
wins in the 20s. That was
efective in solidifying Bentleys
reputation for the next 73 years
until it won Le Mans again in
2003, albeit with a thinly
disguised Audi racer. I wouldnt
want to see a Bentley with the
delicate grace of a Bugatti or the
11
minimalist fragility of a Lotus,

nor would the faithful clientele
Bentley retained through two
changes of company ownership.
Yes, we had to add a little
mass here and there,
Donckerwolke acknowledged,
proving that this very good
Belgian designerwhose
background includes leadership
roles at koda, Audi,
Lamborghini, Seat, and
Volkswagen in the past couple
of decadeshas a proper
appreciation of his present
marques real heritage. He also
has the sensibility to evolve the
Bentley look back toward true
British sportiness, which was
completely lost in the VW
Phaeton-derived W-12 coupes
and sedans that were entirely
too Germanic. In size, the
Speed 6 is comparable to other
luxury GT models such as
10
Porsches current fat 911s and

the Mercedes-AMG GT. These
cars are really too well-padded
and lavishly trimmed to be
considered sports cars, despite
the prodigious horsepower they
possess. At least this Bentley
and the AMG make no pretense
of having a plus two
capability, and they are better
for that, close in spirit to early
Ferrari coupes.
SangYup Lee, the Koreanborn head of exterior and
advanced design at Bentley, has
obviously weighed all the
expectations of wealthy buyers
of luxury GTs and balanced
those with design elements that
have become traditional for the
Rolls-Royce-era Bentleys. That
there hasnt been a two-seat
Bentley in decades is irrelevant.
Its an idea whose time as come,
and it is very well expressed
here. This is not a fnished

design. Putting baggage in the
back only through a lift-up
backlight is obviously not going
to play with future owners
production hasnt been
announced, but only a fool
would believe that this car
wont soon hit the market.
These owners are likely to go
Grand Touring with substantial
amounts of (no doubt bespoke)
luggage. I see this concept as a
beautifully executed 3-D sketch
of a car that will be important to
Bentleys future, one that
should and will receive a
thorough polishing. The
designers all hope that the
oft-heard dont change a thing
will be ignored by management
so they can refne and perfect
their ideas. We hope that, too.
This concept is too good not to
merit being made even better.
07 . 2015 . 23
FRONT 3/4 VIEW

1. The use of hard lines in surfaces is
typical of Luc Donckerwolkes
personal style, as seen in current
Seats. The rear fender profle works
well with the wheel opening.
2. I suppose that the curve at the
lower rear portion of the quarter
window keeps it from being a straight
crib of BMWs Hofmeister profle,
but its very close.
3. The slightly depressed center
section of the roof is very apparent in
this view, where you can see the hard
upper edge of the transitional surface.
4. The front fender profles hard edge
is interesting in that it tucks under
from the wheel center af, fading at
the back edge of the door. Crisp and
hard to make.
5. Although you dont easily perceive it,
there is a sharp, hard edge across the
main headlamp that continues in the
metal and in the smaller outer
headlamp before fading away. Very
subtle and very nice.
6. Again, a hard edge to the fender
profle drops to the transverse hood
surface, itself punctuated by a further
depression and a central rib.
7. The grille simply seems too big on
the show car. Its upper edge is about
as low as it can go for pedestrian
safety, but the botom line could easily
be a litle higher.
8. Painting the model number on the
radiator itself recalls common
practice 90 years ago, a nod to the
Bentleys distinguished past as

a racing touring car.
9. This litle spear, cantilevered from the
outer molding section, is a decorative
element that calls atention to the air
inlet for brake cooling.
10. Afer the disaster of the huge holes
in the front of the Bentley SUV concept
four years ago, the composition of two
very diferently dimensioned lamps
respects tradition in a new way.
11. Yet another hard edge, this time
justifed by the engine-compartment
hot air outlet in the front fender, which
then follows the rising door cut.
Classical and elegant, one of the best
features of the Speed 6.
REAR 3/4 VIEW

21
12. Double-spoke wheels are huge
and look appropriately strong. The
rear tires are wider, as befts a
rear-wheel-drive sports machine.
13. This engine-compartment outlet
vent is functional and atractive.
14. More hard lines in the surfaces,
one above the side window, the other
in the roof panel.
15. The rear fender profle line runs all the
way across the rear, creating a spoiler lip.
16. The outer roofop crease fows
toward the rear spoiler lip where it
fades, with the rear window inset from
the nominal surface.
17. Oval lamps are set out from the
concave surface that traverses the tail
of the car, itself marked by an indent
between the lamps.
22
23
18. No imitation racing difuser here,

just a rising surface with a central rib
joining the bulging pods housing
the exhaust outlets.
19. Beautiful oval outlets are
carefully integrated into the corner
pod shapes.
20. Once again, a hard line fades as
it reaches another hard-line feature,
here the rear wheelhouse opening.
INTERIOR VIEW
21. Over the top? Yes, but its rather
magnifcent, all these bas-relief
pyramids machined from a single
piece of wood, with metal squares
afxed to each summit.
14
13
24
25
22. The double-cowl efect in the

cockpit recalls an infnity of British
sports cars as well as the frst
Corvetes, which of course had
the same inspiration.
23. Bentleys trademark lozenge
seating patern is repeated here in
sculpted, thin, but supremely
comfortable sport seats.
24. Knurled thumbwheels abound
for various adjustments. Theres even
one on the transmission shif lever.
They look and feel good, and they
work beautifully.
25. Interior design chief Bret Boydell
paid close atention to every part of
the interior, including these elegantly
detailed pedals.
16
15
12
17
20
19
18
Ignition / Arthur St. Antoine

THE ASPHALT JUNGLE
THE NEXT EXTINCTION:

DRIVERS
TS OVER, GANG. SAY GOODBYE
to the joy of exercising your car on that
favorite mountain road. The steering
wheel is going the way of the dodo.
Not only are autonomous automobiles
on the horizon but, says no less an
authority than Tesla CEO Elon Musk,
one day they may even make driving illegal. You cant have
a person driving a 2-ton death machine, he told the audience at
a recent tech conference.
Musk later clarifed that he hoped it wouldnt happen, but
then I read a recent article in Wired. Now I realize we auto
enthusiasts are doomed. Titled The Mercedes Robo-Car That
Made Me Want to Stop Driving, its a fawning ode to the
Mercedes-Benz F 015 concepta barely functional self-driving
prototype that nonetheless had the author totally psyched. But
it wasnt the breathless hype of the Robo-Car that made me
realize an autonomous sword of Damocles does indeed hang over
our heads. It was the galling admissions of the author. Of his San
Francisco drive to the Mercedes news conference, he writes: I
was late, so I wasnt exactly driving cautiously. I weaved through
trafc going 15 mph over the speed limit, alternating between
tailgating and passing cars on the right. Because I didnt know
where I was going and didnt take the time to plug the address in
the cars nav system, I had my eyes glued to my phone for much
of the trip. Then he adds: I was an example of every reason why
humans stink at driving.
Bull. Humans dont stink at driving by nature. They stink by
choice. What youre actually an example of, sir, is every
arrogant, self-absorbed twit who willingly puts the lives of
others at risk because hes too busy checking the likes on his
Facebook page to leave for his scheduled appointment on time.
Youre the ludicrously licensed driver who behaves as if cars
are autonomous already, consciously abandoning his legal and
moral dutywatching the roadto stuf his face into his
precious smartphone.
Its yet another nail in the cofn of the human-guided
automobile.
As the Wired article points out, more than 30,000 U.S.
motorists die in crashes every yearroughly 90 percent due
to driver error. Alcohol accounts for much of the carnage, but
distraction plays an increasingly lethal role. For far too many,
piloting a car has become a nuisance, a waste of time better
spent on the boundless riches of the Internet. Indeed, Mr.
Wired fnds it tantalizing that a driverless car would allow
him to read, text, chat, email, tweet, whatever. Ah, so many
Instagrams, so little time.
For you and me, driving isnt a chore that robs us of yet
another profound tweet. Its a skill to be learned, practiced,
constantly honed. Theres pleasure and pride to be had simply
I L LU S T R AT I O N BY T I M M A R R S
in doing it well. Some humility and respect are essential: Poorly

handled, cars can indeed become 2-ton death machines. Mind
you, Im a realist; I get that accidents happen. Hell, legendary
test pilot Scott Crossfeld died piloting his light aircraft. But
that only reinforces why its up to every one of us to be on our
best game at all times. Thats the pledge we makeor should
for the privilege of partaking in automotive freedom.
Alas, as a species, were failing. Laughably. For me, simply
driving around my home city of Los Angeles has become the
single biggest stresser of any given day. Everywhere I look I see
them: drivers gunning down neighborhood streets at 60 mph,
blowing through stoplights redder than North Korea, texting
with one hand while tuning the Pandora radio with the other.
They simply cant be bothered to shoulder the gargantuan
responsibility of guiding their steel missiles as safely and
competently as possible. And so, while theyre busy catching up
on Snapchats, HAL 9000 is going to take the steering wheel
away. From all of us.
I fnd myself curiously at odds. If the failings of the driving
public mean the end of Porsche Caymans and Chevy Corvettes, of
the bliss of pushing an artfully designed engine to its redline, of
pointing the wheel to any tick on the compass simply because we
can, Im going to shed more than a few tears. But if it means the
dim and the oblivious no longer have access to the drivers seat,
relegated instead to tweeting away in their soulless Robo-Cars,
well, Ill be totally psyched.
Ignition / Jamie Kitman

NOISE, VIBRATION & HARSHNESS
YOUR BENTLEY,
GOOD SIR
LL JUST LEAVE YOUR FABULOUS
car right here out front, the long-haired
bellhop/parking valet announced in an
overly loud, eerily unironic way. Id just
pulled up outside the Hotel Indigo in
St. Petersburg, Florida, in a Bentley
Continental, this time a 2015 GT V8 S,
fnished in Apple Green, a psychedelic hue so retina-searing that
I feared it had triggered a fashback of some sort in our greeter,
who was now madly sprinting across the drive to grab an orange
parking cone to mark an inviolable zone around our luminescent
luxury pod.
As my 6-year-old son, Milo, worked to extricate himself from
a safety seat (the one Id earlier nearly crippled myself installing thanks to the Bentleys none-too-spacious rear quarters
and cruelly inaccessible tethering moors), onlookers stared

brazenly, and I sheepishly explained to the cone-bearing
attendant, Thanks, but that wont be necessary. Were eating
locally tonight and wont be needing the car; you can put her
away now. Thanks.
But he waved me of. I know how it goes, good sir, he said
in a tone at once knowing and ofcious, as if perhaps I was
a mystery shopper working for the hotels owners who would

report any failure to properly respect the Bentleys majesty.
Hed headed us of at the pass and insisted on parking it out
front overnight. Meaning the Continental would be on display
each and every night during our stay for the beneft of all who
would pass by. Presumably with the idea they would conclude
that the high rollers stayed here. And so that I would know
how deeply the hotel valued my custom.
He could have been just doing his job. Then again, perhaps
his was a sly putdown. Maybe he was poking fun at nouveau
riche insecurity. And how did he know I didnt want to keep
things, you know, discreet? Did I detect a heavy-handed hint
of fake British accent? Was he guilty of impertinence, I wondered, or the dreaded class warfare?
Oh, for gods sake, listen to me. If I actually wanted to lie
low, then why would I be driving a Continental so garishly
green? Showing of seems so fundamental to its cause, its
raison dtre, that any conclusion other than an owners desire
to enjoy permanent pride of parking place couldnt reasonably be entertained. He couldnt have known that Id only borrowed it. So I tipped him generously, which is what you must
do in any event when you drive lollipop-colored Bentleys and
people call you good sir because otherwise they want to key
your car.
With the emotionally complicated business of parking
behind us, Milo and I headed to dinner with our friend Joe
Severns at the swanky Sea Salt restaurant. After a lengthy
stint handling PR for Pirelli, Severns has recently landed in
Florida, representing, among other clients, the Firestone
Grand Prix of St. Petersburg, an IndyCar event staging in its
streets a week after our visit. Wed initially been invited to
attend the race, though not because of any penetrating insight
into the series Id ever shown. Im a sucker for most any
downtown motorsport, its true, but the reality is my IndyCar
knowledge roughly approximates my sons, and he couldnt
miss a day of frst grade. So we came early.
Everywhere wed look, people were racing around, setting
up the course for the following weeks event. And everywhere
wed go, wed notice people noticing us. Having grown up in
and around wild test cars, Milo is used to it.
Spring break with a 6-year-old is, however, a tamer enterprise
than you might be used to. Still, the oysters and restaurant
martini that Dad needs a stepladder to get next to at dinner taste
just as fne as any while Severns shares the lay of the land. The
local economy is bustling again. But it has lately dawned on
city fathers and mothers that tens of thousands of race fans
descend on the area each year, yet many of them never leave
their motor homes. The hope was wed be able to tell a little bit
07 . 2015 . 27
Best of all, in four days of local and highway driving, its fuel
economy of 21 mpg overall made us rethink our prejudices. By
large, hyper-luxury car standards, this thing is as green on the
inside as it is on the outside. In honor of the latter, we kept
things relatively mellow speedwise. But rest assured, even
with a mere eight cylinders, speeding tickets remain as
accessible as you please.
AFTER MORE THAN A DECADE

OF W-12 POWER, THE LIGHTER,
TWIN-TURBO, 4.0-LITER V-8,
A SMOOTH-TALKING VISITOR
FROM AUDIS QUALITY PARTS BIN,
SUITS THE BENTLEY TO A TEE.
I L LU S T R AT I O N BY T I M M A R R S
of the rest of the story, about how St. Pete is actually a worthy
destination apart from the Grand Prix, for racing fans and those
whove never been. Not just because of the beautiful beaches
surrounding it but also thanks to a wide array of sophisticated
cultural outposts, hip dining spots, copious recreational
pastimes, and opportunities to commune with nature. Well,
folks, four days later, I can report its true, all of it.
One might also mention Floridas Grapefruit League, with
major league spring-training camps dotting the surrounding
landscape, making a visit in February or March all the more
worthwhile for baseball fans. When we pulled up in some
small business impromptu $5 parking lot down the street
from Bradentons McKechnie Field, winter home of the Pittsburgh Pirates, for an afternoon frame against the Red Sox, an
older couple of modest means stopped to admire our car. They
thought it belonged to a major leaguer. When I explained that
I had borrowed it and suggested that it was perhaps a little
loud for ordinary use, they looked at me like I was crazy.
Thats the way you have to have it, they emphatically agreed.
The Bentley is certainly a ride ft for a ballplayer, with its
$231,710 price tag as tested. We know the Continental is a
classic, too; at least, it must be because they introduced it (or
something very similar) in 2003, and its still here. If car years
were dog years, the Continental would be pushing 85.
But somehow the GT V8 S is my favorite Conti so far, the
wieldiest, best-riding, most well-judged of the bunch. Its
replacement will come, but after more than a decade of W-12
power, the lighter, twin-turbo, 4.0-liter V-8, a smooth-talking
visitor from Audis quality parts bin, suits the Bentley to a tee.
There are today undoubtedly rather too many places out

there where everyone and his brother-in-laws lawyer already
have a Bentley Continental. (And maybe one of them can
explain to us how Lincoln and Bentley will soon both be able
to sell cars called Continentals without running afoul of
trademark law.) But let us just say this before it goes away:
The GT V8 S arrives just in time to keep our memories of the
outgoing model sweet. The timing of its release bespeaks real
product-planning smarts.
For yes, good sir. We know how it goes.
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Ignition / Letters
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AM DISTRAUGHT THAT ROBERT CUMBERFORD

did not include two of Americas important designers
(The 25 Greatest Designers of All Time,
May 2015). First, Robert Bourke of Raymond
Loewy and Associates, who designed the
1953 Studebaker Starliner Coupe, which is
still a beautiful car. Second, Stan Mott, who
with Cumberford created the Cyclops II,
perhaps the most innovative and striking
vehicle to roll upon the roads of the Earth.
JIM WASIK
Cherry Hill, N.J.
Mo in the original 1956 Cyclops II.
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You recognized Bob

Gregorie, but no mention
of his award-winning
1940 Lincoln Continental
and 1940 Ford Coupe,
two of his best designs?
especially beautiful as
the club coupe and the
convertible. Gregories
design became the
1949-1951 Mercury
and Lincoln.
three of their creations

listed, and since
Giorgeo Giugiaro had
only two, you might have
included his 1966
Maserati Ghibli.
KEN BOHN
ANDREW PEARSON
DAVE MARTIN
Louisville, Ky.
Jacksonville, Fla.
Ian Callum for his Aston

Martin DB7 and all those
Jaguars. J. Mays for all
those Fords, retro or not.
As an aircra design
engineer, I definitely
would have included
Robert Bourke for the
1947 Studebaker and
Sir Alec Issigonis for
the BMW Mini.
Danbury, Conn.
What about George

Walker, who was hired by
Ford when the company
thought Bob Gregories
design for the 1949 Ford
looked a lile plump?
Walkers fresh, clean
design for this Ford was
MILAN J. KRALIK JR.
Spinnerstown, Penn.
Most of the other

designers had at least
JAMES PERNIKOFF
Mariea, Ga.
07 . 2015 . 29
Are you familiar with A.F. McNeil,

the brilliant coachwork designer
who joined Gurney Nuting in the
mid-1920s and in the late 1930s
went over to James Young?
MATTHEW SONFIELD
via Internet
When Porsche introduced the 928

in 1978, I told my designer friend
Dick Teague that I thought Porsche
lifed the design from his 1976 AMC
Pacer. His expression indicated to
me that he agreed.
ROGER MEINERS
Milford, Mich.
This is exceptionally disturbing

news.Ed.
Whew! I know you wont print this,
but I just wanted to say how happy I
was not to see BMWs Chris Bangle
as one of the designers mentioned.
JIM FLEMING
Twin Falls, Idaho
The thing with Bangle was that he

could intimidate you with his
design-speak to the point you
were convinced that a pig snout
was high art!
CHRISTOPHER PORTEOUS
Beaconsfeld, Quebec
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Land Rovers Gerry McGovern has to

be the laziest designer on the planet
(Discos Comeback, May 2015).
The sofening of the Land Rover
Discovery Sport will almost certainly
be the downfall of the brand. Having
driven real Land Rovers all over
Africa, my hat is of to Jeep for
staying true to the image and
toughness of an of-road vehicle.
STEVE TATTUM
Potomac Falls, Va.
CYCLOPS II: COURTESY OF STAN MOTT
MORE DESIGNER BASHING
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Ignition / Letters
ALL-WEATHER VETTE
Ive read with great interest David
Zenleas reporting on his winter
excursions with the 2014 Corvete.
I live in the Chicago area and drive
my Corvete year-round, since
2005! It is my daily driver.
My original vehicle was a 2000
coupe, fted with Michelin Pilot
Sport A/S run-fats. Over the years
I went through two sets and never
had problem on the road. A year
ago I moved into a 2006
convertible and installed the
newest version of the Pilot Sport
A/S run-fats. Outstanding! And
theyre great in dry conditions,
as evidenced by my track days
at Road America and also at
Autobahn Country Club in
Joliet, Illinois.
Corvetes are actually wellengineered for winter driving,
thanks to traction control and the
weight of the transaxle over the
07 . 2015 . 30
rear wheels. Why have such a

great car siting in the garage over
the winter? Even in the snowiest
climates, the roads are clear more
ofen than they are covered in
snow. Get out there and enjoy
the ride!
DON LABRIOLA
Mokena, IL
ROUGH RIDES
IN MIDDLE AGE
Rough rides bring out my bad side,
too (Noise, Vibration & Harshness,
May 2015). I was beginning to think
that nobody but Consumer Reports
and me had noticed.
PETER GEISE
Underhill Center, Vt.
Afer years of tolerating Mr. Kitmans

whiny, ofen unconscionable
opinions, I am in full agreement
with his recent column. Even as
Some readers
agree with
Kitman: Theres
been a steady,
willful erosion
of ride quality.
an enthusiast, I am more interested

in ride comfort, safety, reliability,
efciency, and resale when Im
purchasing anything other than a
track car. But, whoa, dont bother
the No Boring Cars editors with
such mundane issues. You, sirs,
have gone the way of the bleeding,
leading, fashy graphic cable news
networks we all love to hate. No
shortage of exciting headlines and
pictures but litle meaningful
insight for the average consumer.
R. ZAPKO
Independence, Penn.
Enthusiasts United
to Advance
Automotive Freedoms
enlist now!
semaSAN.com
INK
07 . 2015 . 31
When Kitman asserts that frost

cleaved roads in Michigan are
due to the dreaded Republicans,
I must take issue. If Democrats in the
metro area of New York City have
made for beter roads, then perhaps
Mr. Kitman can explain why my
last rental car in NYC required the
replacement of two tires and one
cast-aluminum wheel?
C.J. LAMOREY III
Pitsburgh, Penn.
McLAREN LEAF SPRINGS
DENNIS LYON
Layton, Utah
The intelligence test, which we

sadly did not. We regret the
error.Ed.
What next from McLaren? Real
candles in the headlights instead of
those newfangled LED thingies?
Real horses sandwiched into the
space formerly known as the engine
compartment? Solid wood wheels?
PHILIP SMITH
Los Altos, Calif.
Write: Automobile Magazine,

831 S. Douglas St., El Segundo, CA 90245.
Email: letters@automobilemag.com.
Letters may be edited for clarity and length.
ILLUSTRATION: TIM MARRS, M c LAREN 650S: WILLIAM WALKER
The only reason I could think of for

you to transpose the suspension
data in the Corvete Z06 and
McLaren 650S comparison
(Balance of Power, May 2015) is
that youre running some kind of
unannounced contest. So, what
did I win?
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Driven
C A D I L L A C ATS -V / S U B A R U B R Z / F O R EST E R TS /
W RX ST I P R OTOT Y P E
P H OTO G R A P H Y B Y J U L I A L A PA L M E
CADILLACS CARNIVORE
2 0 1 6 C A D I L L A C AT S -V | B Y J A S O N H . H A R P E R
The ATS-V is more
than a numbers
car, thanks in large
part to the eorts
of engineer Tony
Roma, right.
AUSTIN, TEXAS
ony Romas secret

sauce has nothing
to do with
babyback ribs.
The Tony Roma were talking
about is an engineer at Cadillac
rather than the man behind the
barbecue restaurant chain. This
Tony takes cold metal and raw
data and turns them into saucy,
soulful machines. Hes had a
hand in all of the V-Series cars
and is the chief engineer of the
second-generation CTS.
Now, Roma and his team have
cooked up something new: the
rst-ever Cadillac ATS-V.
Fittingly, I get a sense of this
otherwise quiet and unassuming
guyborn and raised in Ohio
over a massive plate of barbecue
in Austin, Texas. (This Tony can
also tackle a formidable serving
of meat. Just sayin.) Roma has
been with GM since 1993, but
most of his stories are about the
claptrap race cars hes owned.
Ive spent too many holiday
weekends underneath a car in
GM dials some serious bite

into its rst-ever ATS-V
the pits, trying to get it running

for a SCCA club race, he tells me
between bites. Most of the
engineers who work on the V
cars, it turns out, have humble
racing backgrounds. The guys
who work on the V cars have to
truly understand performance,
Roma says. That level of
understanding is actually
quantiable. To get on the V
engineering team, you have to
achieve a Level 6 certication
from GM, meaning you can only
be tenths of a second off a pro
drivers pace around a track.
Tonys one of the Level 6 guys.
And the love of speed and precision
that guys like Roma bring to the
table is the ATS-Vs secret sauce.
Its baked into the details.
And so it is the next day, at
Circuit of the Americas in Austin,
that I all too easily pry him out
of the pits and get him into the
drivers seat of a manualtransmission ATS-V coupe.
As soon as his helmet goes on,
Romas body relaxes. He slides into
the car like a man who has spent
more hours in a bolstered seat than
any Aeron chair. By the time were
up and over Turn 1 and into the
esses, the Michelin Pilot Super
Sports are warm and the throttle is
buried. This man can drive.
Id already taken a fair measure
of the cars, both coupe and sedan,
six-speed manual and eight-speed
automatic, and had come away
relieved. A Caddy is by denition
a soft and livable space. Draw
your ngertips around the interior
of the ATS-V, and that still holds
true. But the cars details show
that its not a luxury cruiser with
a few bolt-on performance parts;
its a carnivore crafted from the
inside out, performance always in
mind. The cushy bits seem to have
been added on last.
07 . 2015 . 33
Driven
suspiciously similar to the one found

under the CTS Vsports hood, but
the ATS-V version gets all manner of
turbo-centered innovations, as well
as an all-new crank, titanium rods,
and domed aluminum pistons.
In light of constant spec creep,
the output of 464 hp and 445 lb-ft
of torque may just sound average.
Even a sub-4-second 0-60 is a
whatever these days. (The
To the buyer mulling whether to

buy an M-something or a
V-something or just something
else, this is a signifcant point.
Many carmakers have been
introducing performance badges,
and some have as much legitimacy
as an attendance prize at a kids
three-legged sack race. At best it
can seem glib and at worst
predatory: an opportunity to add
thousands onto a sticker in return
for glossier wheels and an
inefective spoiler. Even BMW and
Cadillac could be called into
question for their respective M
Sport and Vsport lines. Only
careful consumers will realize they
arent quite the real things.
Possibly the least informative
aspect of the 2016 ATS-V are its
specs. Like seemingly every new
sports car these days, twin turbos
have been bolted on to the ATS-Vs
3.6-liter V-6. It may sound
Suedelike material
and nice leather
dress up the
ATS-Vs cabin,
but its still no
Audi or BMW.
ATS-V takes 3.8 seconds.) But

brute force is not the ATS-Vs forte.
Leave that to the forthcoming
CTS-V. Says Roma: The new
CTS-V will be all about maximum
aggression, while the ATS-V is
more focused on precision. Its the
sledgehammer versus the scalpel.
If the ATS-V has a soul, it dwells
in the suspension. Roma and his
crew will deluge you with tales of
YOU DRIVE INTO A

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Driven
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INK
zero-compliance cross-axis
ball joints, new handling links,
higher-rate springs, and
anti-roll bars stif enough to
keep the Empire State Building
ramrod rigid in hurricane-force
winds. Ive heard these stories
beforeon every single car
launch since the 1990s, in
factwhich promise the new
model is somewhere between
10 and 100 percent stifer than
the car that came before it.
Usually, you cant feel the
diference on the road. In the
case of the ATS-V, however,
the marriage of the stifer
suspension with GMs
ever-improving, third-gen
Magnetic Ride Control is a
thing of glorious revolution.
Puttering around town in
Austins ever-growing trafc
mess, the sedan is utterly
livable, as compliant and
mannered as youd hope. Its
modest size makes it easy to
shoulder your way into narrow
spaces. At freeway speeds, you
begin to notice how precisely
you can position the car. It
shifts weight efortlessly, feels
light on its feet, and is willing
to tuck into turns. Then you
ride over a big bump and
realize you didnt feel it. The
magnetorheological system
deals with road imperfections
without fussa magical martyr
that sufers in silence.
But it is on the track, and
specifcally at COTA, where
these elements really shine.
The road course has lots of
curbing. Its rough and

unfriendly, meant to keep
drivers as corralled and
well-behaved as possible. The
ATS-V makes a mockery of
the stuf. If youre feeling
particularly cheeky, you can
take a straight line through the
esses, ramming full blast over
the scalloped ridges like a
bulldozer atop a sand castle. It
does wonders for your overall
time, and you feel only a slight
shudder under your backside.
Speaking of ones backside,
buyers can opt for Recaro seats
that help make the ATS-V
shine. Specially designed for
the car in a back-and-forth
process between Cadillac and
Recaro, they adjust 16 ways and
are coated in sueded microfber.
They keep you locked in but are
also supremely comfortable.
Like the BMW M3/M4, the
sedan is a smidge cheaper than
the coupe, which start at
$61,460 and $63,660,
respectively. Fun stuf, such as
the same performance data
THE SPECS
ON SALE:
Now
PRICE: $63,660/
$61,460 (coupe/sedan)
ENGINE:
3.6L twin-turbo DOHC
24-valve V-6/464 hp @
5,850, 445 lb-f @
3,500 rpm
TRANSMISSIONS:
6-speed manual,
8-speed automatic
LAYOUT: 2- or 4-door,
4- or 5-passenger,
front-engine RWD
coupe/sedan
EPA MILEAGE:
16-17/23-24 mpg
city/hwy
L x W x H:
184.7/184 x 72.5/71.3 x
54.5/55.7 in (coupe/sedan)
WHEELBASE:
109.3 in
WEIGHT:
3,700 lb (est)
0-60 MPH:
3.8 sec
TOP SPEED:
189 mph
2 0 1 6 C A D I L L A C AT S -V
The Caddy is
plenty fast, but
whats special
is how its
chassis stays
planted in the
esses. Recaro
seats, lef, are
optional.
recorder found on the Corvette

Z06, costs more.
Wait, did we mention the
M3/M4? Roma isnt afraid to
bring them up. We heavily
benchmarked the M3 from a
performance perspective.
When it comes to tuning,
however, the point is not to
out-BMW BMW. The ATS-Vs
mandate is track-capable
luxury. Its bimodal.
Lap after unfettered lap at
COTA, with speeds routinely
above 135 mph, the ATS-V held
up under heavy braking and
left me feeling hugely
confdent in its capabilities. It
has none of the Jekyll and
Hyde power delivery of the
current M3, and the ride is far
more comported.
But, also unlike the M3, it
isnt bonkers. Its a chore to get
the back out on the ATS-V,
with none of the drift-happy
mannerisms of the BMW. By
all appearances its more
grown-up. Almost, well, mature.
For some would-be buyers, that
may be a drawback.
But thats what you might
think when you frst meet
a guy like Tony Roma, too.
Buttoned-down. Calm. Right
until you let him loose on
a racetrack.
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SUBARU
FORESTER TS
Pigs still cant fly
Humans are aspirational
to a fault. No tree is too tall
to climb, no ocean too deep
to dive into, and no car too
inept to race. Sometimes
we fall, sometimes we
drown, and sometimes we
build the Subaru Forester tS.
The 50-odd nitpicky
engineering geniuses at
Subaru Tecnica
International have tried to
mitigate this crossovers
performance shortcomings
with structural
enhancements, Brembo
brakes, and engine and
transmission tuning. The
results are surprising
much less pitching and
rolling from the chassis.
Nevertheless, no amount
of wrench time couldve
made the Forester fun. The
tS version still feels big,
only less so. Buoyant, only
less so. And really, not a bit
more rousing than a
bone-stock Forester.
When we step out of the
Subaru Forester tS, an STI
engineer asks, You like it?
Should we bring it to the
United States? We say,
Its beer, but we dont
really get it. So, no. He
looks wounded, so we
quickly add, But, what the
hell? Every car is turning
into a pudgy crossover
these days so, sure, send it
stateside. He smiles. We
force one, too. CN
hat a tease. Sitting

at Suzuka Circuit,
home of the Japanese
Grand Prix, is a Subaru BRZ with
a big carbon-fiber wing and lots of
little STI stickers, but its not the
Subaru BRZ STI weve been asking
for. Its no track-bred turbocharged
coupe, no common mans Porsche
Cayman GT4.
Its a Subaru BRZ tuned by
Subaru Tecnica International
(STI). Limited-edition Subaru
models badged tS (which stands
for tuned by STI) have been on sale
in Japan for some time now. The
Subaru BRZ tS and other tS models
demonstrate what Subaru Tecnica
says is its core competency:
tension control. This is better
known as tweaking, tightening, and
dialing in a chassis.
To create this tS model, STI
dresses up the BRZ with its unique,
flexible front strut tower brace,
underbody stiffeners that compress
slightly under load, and a rear
subframe support. The suspension
gets stiffer springs that lower the
ride height by four-tenths of an
inch, plus sportier dampers and
harder bushings for the anti-roll
bars. The 18-inch Enkei wheels are
wrapped in Michelin Pilot Super
Sport tires and then bolted over
Brembo brakes.
SUZUKA CIT Y, JAPAN
THE SPECS
The authors
childhood dreams
included taking
Keira Knightley on
a date, escaping
from a police
chase, and
lapping Suzuka
Circuit. Hes now
two for three.
PRICE:
$38,500 (est)
ENGINE:
2.0-liter DOHC
16-valve flat-four/
200 hp @ 7,000 rpm,
151 lb- @ 6,400 rpm
LAYOUT:
2-door, 4-passenger,
front-engine,
RWD coupe
TRANSMISSION:
6-speed manual
L x W x H:
166.7 x 69.9 x 50.2 in
WHEELBASE:
101.2 in
SUBARU BRZ TS | BY CHRISTOPHER NELSON
The STI engineers give us

detailed descriptions of cornering,
maneuverability, and yaw rates,
feeding information through a
Japanese-to-English translator
whos constantly getting hung up
on the convoluted technical terms.
We bail out of this conversation
and walk into the pit lane, open the
door of a pearl-white BRZ tS, and
get in. No steering wheel. We get
out, walk back around to the cars
right side, open the actual drivers
door, and get in.
The steering wheel, shift knob,
and ignition switch carry STI
badges. Such a tease. We speed out
of the pit lane, shifting southpaw,
and pull onto Suzuka Circuit.
Turn-in is sharper, the steering
effort feels heftier, and theres less
delay between our movements and
the cars response. The Subaru
BRZ tS stays flat through Turn 1
with the Michelins softly squealing.
The interior of the

right-hand-drive
Subaru BRZ tS is
very similar to the
interior of a stock
Subaru BRZ, apart
from the tS being
tinseled with STI
badges, from the
steering wheel to
the gauges to the
starter buon.
TUNED BY STI
We want more
07 . 2015 . 39
Driven
SUBARU BRZ TS
By the time we exit the corner, the

words uh oh havent fashed before
our eyes once. So we speed up, brake
less, and pitch the car hard into a
series of esses. The BRZ tS shifts its
weight around organically as it
transitions between tight left and
right turns. Doing what were doing
at the pace were going, a stock BRZ
would be sideways.
Back on a straightaway, the tS
feels much the same as a bone-stock
BRZ. Acceleration is weak, and the
naturally aspirated, 2.0-liter
fat-fours metallic howl is dreadful.
(Fitting a turbocharger wouldve not
only added power but also acted as a
mufer, by the way.) At the far end of
the track, we ease the BRZ tS into
SUBARU WRX STI

PROTOTYPE
The future is bright
(yellow)
More STI logos,

more reminders
that this isnt the
turbocharged
BRZ STI weve
been asking for.
The carbon-fber
wing is gaudy,
but the
carbon-fber
front spliter isnt.
Our red 2015 Subaru

WRX STI cuts Suzuka
Circuits racing line
perfectly. Were basking in
its glow when an engineer
yanks us out of the car and
ushers us toward another
WRX STI.
This one is mac n
cheese yellow, and it has
a carbon-fber rear wing
that couldve been plucked
of the trunk of a Honda
Civic parked in front of an
AutoZone. We hate it.
Were thinking of making a
break back to the 2015
WRX STI when our man
tells us this yellow car is a
prototype for a WRX STI
that Subaru Tecnica
a long, long left called Spoon Curve. As

we get deeper into the turn, the BRZ
tS leans more and more to the right.
A quick left snap of the steering wheel
breaks the tires loose, and the BRZ tS
slides, skating until its right-rear tire
rubs the curbing on the tracks
outside edge.
Subaru Tecnica International knows
we want a Subaru BRZ STI. Sadly it
doesnt seem to care, choosing instead
to tease us with the tS. In the heads of
the engineers at Subarus skunkworks,
added power wont improve the BRZ
because the BRZ is about handling, not
power. Even though Subaru showed
of a BRZ STI concept car at the 2015
New York International Auto Show,
theres no turbocharged Subaru BRZ
STI scheduled to be built in the
foreseeable future.
Though the Subaru BRZ tS isnt
exactly what we wanted, its what
were going to get. We should see
a BRZ tS in the States within the next
two years, which is what makes the
car both irritating and intoxicating.
Its still short of our dream BRZ,
but the tS is notably better and
more capable than the car that
its based on.
Fortunately we love a good tease.
Done right, it seduces you, lures you
closer, and convinces you that youre
about to get everything you wanted.
Then you get smacked with
disappointment and come back to
reality, left with a lingering taste that
keeps you hooked.
International will be
building in the future. We
notice Brembo brakes with
six-puck calipers up front,
plus a cat-back exhaust
peeking from beneath the
rear bumper. We climb into
the drivers seat, a heavily
bolstered bucket that
doesnt match the standard
passenger seat. The
prototypes 300-plushorsepower, turbocharged,
2.0-liter fat-four resembles
the engine from the U.S.
version of the WRX, but
its been upgraded with
blueprinted internals, a set
of weighed and balanced
pistons, and a larger
ball-bearing turbocharger.
The 2015 Subaru WRX

STI is one of the most
impressive bang-for-yourbuck track cars of all time.
This prototype, though
its witchcraf. It drives like
its plastered to the track.
The steering is sharp and
tight, and the steering
wheel whips back and
forth when we put the
right-front tire on Suzukas
curbing. The cat-back has
a grizzly growl as the
turbo-four revs up
smoothly and freely, the
engines blow-of valve
spiting and whistling when
we lif of the accelerator.
Afer we get out, STI
engineers push the
prototype into a garage,

closing the door behind
them. Theres a lot we dont
know about this prototype.
Were sure we wont see a
Subaru WRX STI with a
turbocharged 2.0-liter
engine stateside anytime
soon. Its more likely this
sedan will debut in Japan
as special-edition model,
akin to the limited-run WRX
STI S206 that Subaru
brought out a few years
back. But if the nextgeneration Subaru WRX
STI benefts from even one
or two of the updates done
to this mac n cheese
prototype, we have a lot to
look forward to. CN
The Infiniti Q50
WE PREDICTED YOU WOULD BE

HERE TWO PAGES AGO.
Theres you. Then theres you with tech that helps make you a better you. Like available
Predictive Forward Collision Warning that can detect deceleration two cars ahead.
Chevrolet learns to think small
42 . 07 . 2015
NEW CAMARO
By David Zenlea I Photography by William Walker
2016
C H E V R O L E T
CAMARO
07 . 2015 . AUTOMOBILEMAG.COM . 43
Yep, it looks the same.

Buyers loved the ffh-gen
Camaro, lef, so much that
Chevrolet was loath to
change course.
he outgoing Chevrolet Camaro is a great, terrible car.

On one hand, it has enjoyed immense success since
rebooting in 2010. It has outsold its archrival, Fords
Mustang, every year through 2014, totaling more than
a half-million cars. It even stars in movies, namely the
Transformers series. Yet its also big, heavy, and
difcult to see out of, and has a propensity for understeering through corners.
How does Chevrolet go about replacing such a
successful, fawed car?
We could have done nothing, ofers Camaro
chief engineer Al Oppenheiser, who led development
of the ffth-generation car and shepherded the sixthgen debuting this winter.
At frst glance, nothing seems to be exactly what
Chevrolet did. Camaro exterior design director Tom
Peters says his team considered new styling directions,
including a very nice design based on the secondgeneration CamaroCadillac exterior design boss Bob
Boniface ofered that design proposal, we hear, as he
had once had an alternative for the last car. But Chevy
ultimately decided to return to the frst-generation car,
which it characterizes as the true embodiment of the
Camaro. Oppenheiser even questions why his predecessors at GM ever abandoned that look.
They maybe didnt understand how iconic that
frst-generation car was when they went to the second
generation, Oppenheiser says.
Comic nerds might call this a retcon, considering
how Chevy sold far more Camaros in the 1970s than in
the 60s. However, a big styling changeover now might
have left the general audience behind. Peters, who
owns a 1969 Camaro ZL1, recalls his teenage disappointment when the Camaro changed from the frstgenerations masculine design to the far daintier look
of the 1970 1/2 model.
Classic proportions make the 2016 Camaro recognizable from 50 feet away. The hood is so low that
44
1. The dead-on
front view is highly
impressive and
serious, as can be
seen by the slight
reduction in the
frontal area achieved
by dropping the center
of the roof panel.
2. The decorative
vent on the hood
implies seriousness
as well and gives the
driver some visual
entertainment.
3. The fexible air dams

below the painted area
are there to further
reduce drag.
4. The big radiator
inlet is straightforward
and simple, but the
grille texture is busy
and broken in its
application.
5. The texture of the

corner inlets is simpler
and beter for it.
6. The headlamp
shape and the
underlining daylight
running lamps are
suitably dramatic.
NEW CAMARO
Design Analysis:
Its 1969 again
once again
1
engineers needed to install the shock-tower
studs with their threads facing down. SS
models employ the Corvettes 6.2-liter LT1
V-8; here it will probably put down about 440
hp, just 15 fewer horses than the Vette. But
most sixth-gen Camaros will feature either a
330-hp, 3.6-liter V-6 or, for the frst time since
1985, a four-cylinder, in the form of a 2.0-liter
turbo good for 270 hp. (All power ratings are
preliminary.) Each engine comes with either a
six-speed manual or an eight-speed automatic.
We listened to a four-cylinder car at idle, and
although it doesnt sound nearly as good as a
rumbling V-8 or a sonorous V-6, neither does it
sound like a two-door Chevy Malibu.
A closer look at the familiar shape uncovers telling diferences. Deep indentations in
the doors and roof refect the Corvettes
infuence. Every other panel appears to have
been chiseled until no extraneous material
remained. The overall efect, difcult to
appreciate completely in pictures, is a much
That the 2016 model is a second restyling of that frst

edition is astonishing, but its true. General Motors
design VP Ed Welburn, still a teenager when the Camaro
appeared, is clear about his love for the 1969 version that
informed the ffth-generation car. After a seven-year
hiatus, the Camaro reappeared as a 2010 model to great
rejoicing. That two-ton derivation of an Australian sedan
platform has been a real success, and this tighter, lighter,
and better-looking iteration should do extremely well in
what is surely a shrinking segment. Rising fuel prices will
force a future Camaro to be smaller and lighter still, but
we can count on the excellent design team to repeat its
success in maintaining the aura of past models in something new but not new. (See Non Sequitur on page 102.)
Robert Cumberford
7. The very low chin

is going to be difcult
in many driveways,
but it is efective
aerodynamically.
Note the litle black
appendages just in
front of the wheels.
8. This curious cutline
shows plans for
inexpensive future
revision. Behind is
steel; ahead is cheaptooling plastic.
07 . 2015 . 45
NEW CAMARO
1. The actual glass

surface isnt too small,
but the transparent
portion within the
daylight opening
(DLO) is minuscule.
2. The cutline
separating steel and
plastic rises to allow
most of the rear fascia
to change easily, but
the corner is fxed for
a long time to come.
slimmer-looking but no less muscular car.

If the ffth-gen Camaro was a burly Superman-type, the sixth generation is more like
the sinewy Spartans from the movie 300.
The leanness is not just a slight of a
designers pen. Rather, it hints at the
biggest change. Whereas the ffth-generation car was built from the full-size
Holden Commodores husky foundation,
this Camaro shares lightweight architecture also underpinning Cadillacs ATS
and CTS. (It will roll out of the same
Lansing, Michigan, factory as the Cadillacs.) The new Camaro SS, as a result,
loses more than 200 pounds compared
with its predecessor. The V-6 Camaro
sheds about 100 pounds. Chevrolet has
not released a weight estimate for the
four-cylinder, but curb weights of the
ATS and CTS suggest it might drop
another 100 pounds from the V-6. That
translates to a range of 3,600 to 3,700
pounds, which is slightly better than the
new Mustang. The new car is also smaller
overall compared with the outgoing
model: about 2 inches shorter, nearly an
inch narrower, and an inch lower in
terms of roof height.
Certain design details also reveal a
subtle shift in philosophy. The previous
Camaro was essentially a show car on
wheels, hustled from the 2006 Detroit
auto show to dealer lots with minimal
changes. Bob Lutz, then head of product
development, vetoed even small deviations, such as swapping out the concepts
deep-dish steering wheel for something
sportier with a smaller diameter. This
Camaro looks a lot more like it passed
through an engineering department. The
blunt front end now has Ferrari F12-style
4. How amazingly
low the front end is
becomes apparent in
the pure profle view
of the new Camaro.
Therell be a lot
of scrapes.
6. The whole roof

profle is quite
beautiful, allowed in
part by the tankslit side windows.
Visibility cant be very
good to the rear.
5. This is the bestproportioned Camaro

ever, with the base of
the windshield really
far af.
7. The door outline is

an elegant shape with
a fowing radius at the
lower rear corner. Very
nice indeed.
The new Camaros

more sculpted
bodywork hints at
the big weight loss
from the outgoing
model, middle.
If the indents on
the side were any
deeper, the door
wouldnt be able
to open.
8. One sees that

the rear strike face
for the enclosed
bumper is nearly
vertical, giving
a good range of
protection.
4
3. The whole rear

section is nicely
done, with impressive
exhausts, but it is not
a true difuser to
create downforce.
Upper Class Just Got Lower Priced

Finally, luxury built for valuenot for false status
nly a few of us are born with silver spoons in our mouths. Magnificat II and studied the escapement, balance wheel and
Until Stauer came along, you needed an inheritance to buy the rotor. He remarked on the detailed guilloche face, gilt winda timepiece with class and refinement. Not any more. The Stauer ing crown, and the crocodile-embossed leather band. He was
Magnificat II brings the impeccable quality and engineering intrigued by the three interior dials for day, date, and 24-hour
once found only in the watch collections of the idle rich. If you moon phases. He estimated that this fine timepiece would
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ments an etched ivory-colored dial exquisitely.
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By using advanced computer design and robotics,
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good taste, the Magnificat II is built for you.
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NEW CAMARO
1. The seats are

pleated in an unusual
patern that suggests
fexibility and comfort.
2. This spot was a
horrible location for
the previous cars
auxiliary instruments,
but a perfect spot
for A/C outlets.
3. The fat-botom
steering wheel is
sporty, and the number
of appended switches
is agreeably limited.
4. These humps
seem unnecessarily
exaggerated,
obtruding in the
limited transparency
ofered by the
chopped-top look.
5. The nav screen is
intelligently placed, up
high on the instrument
panel and easily read
by both front seat
occupants.
6. The nice, simple
sweep across the right
side is agreeable and
gives an impression
of width.
cutouts to let air pass through, the windshield pillars are slimmer, and the mirrors
are usefully larger.
This being a Camaro, style still overrules practicality in a few places. For
instance, voluptuous rear fanks once
again tighten the trunk opening. (Members of the cars development team say
they load the cargo hold through the
fold-down rear seat.)
The smaller size and focus on function yield dividends inside the muchimproved cabin. You sit lower than
before, yet you enjoy a much better feld
of vision thanks to those thinner pillars
and a low dashboard. The controls,
including a steering wheel yanked from
the Corvette, are more purposeful and
better fnished. The Camaros traditional
four-pack of auxiliary gauges relocates
from the nook in front of the shifter to an
LCD screen in the instrument cluster
wheregaspyou can actually see them.
Round air vents house elegant temperature controls. The only functional loss
from the previous car is the substitution
of an electronic parking brake for the
traditional handbrake. It all says sports
Chevy put a litle

more money and
a lot more thought
into the new cabin,
above. Whereas
the old interior, lef,
featured stylish but
useless controls
and gauges, the
new dash is more
clearly laid out.
Designers paid
particular atention
to lowering the
dashboard to
improve outward
visibility.
car but doesnt slavishly recapitulate the

1960s, as did its predecessor. If anything,
the minimalist layout brings to mind
Audis new TT.
Unfortunately, any Audi comparisons
end the moment you touch the interior
surfaces. Brushed aluminum trim looks
nice, and higher-end models get soft
leatherette door-panel inserts and padding where your knees hit the center
console, but almost everything else
remains hard plastic. Interior designers
also freely admit the Camaro does without a whole lot of insulation. Hey, did
you think your Cadillac-based Camaro
would also have a Cadillac interior?
The interior is also smaller. Chevy
says this was inevitable given the loss in
exterior length and width, yet the Mustang, about the same size on the outside,
ekes out a roomier-feeling cabin. Blame
the Alpha platforms packaging: Both the
ATS and the CTS have smallish trunks
and limited rear legroom due to a high
NEW CAMARO
Let the
bench
racing
begin:
A look at the key
diferences in
the new Camaro,
its predecessor,
and its main rival.
1. Chevy is not following Ford in pricing the four-cylinder higher than the six-cylinder. A more logical
progression, claims Oppenheiser. Equipment and trim will be similar on both engines. 2. Well under
6 seconds 0 to 60 mph, Oppenheiser promises. A lot of people will be surprised by how fast it is,
especially our buddies across town. 3. GMs all-new V-6 now has cylinder deactivation, like the V-8, for
beter fuel economy. 4. Thats 15 hp less than the LT1 produces in the Corvete. But dont be surprised
if the fnal numbers are a litle closer. 5. Weight was the Scarlet Leter for the old car, Oppenheiser
acknowledges. Meanwhile, the new Mustang, in transitioning to an independent rear suspension,
gained nearly as much weight as the Camaro has lost, pulling the cars even.
NEW
OLD
RIVAL
2016
Chevrolet
Camaro
2015
Chevrolet
Camaro
2015
Ford
Mustang
PRICE
$26,500 (I-4), $27,500 (V-6),

$36,500 (V-8)*
$24,700 (V-6), $34,500 (V-8)
$24,625 (V-6), $26,125 (I-4),

$33,125 (V-8)
ENGINES
2.0L DOHC 16-valve

I-4/270* hp @ 5,500 rpm,
290 lb-ft @ 3,000-4,600 rpm
3.6L DOHC 24-valve

V-6/323 hp @ 6,800 rpm,
278 lb-ft @ 4,800 rpm;
3.7L DOHC 24-valve V-6/

300 hp @ 6,500 rpm,
280 lb-ft @ 4,000 rpm
3.6L DOHC 24-valve

V-6/330* hp @ 6,800 rpm,
285 lb-ft @ 4,800 rpm
6.2L OHV 16-valve V-8/400426 hp @ 5,900 rpm, 410-420

lb-ft @ 4,300-4,600 rpm
2.3L DOHC 16-valve

I-4/310 hp @ 5,500 rpm,
320 lb-ft @ 3,000 rpm
6.2L OHV 16-valve

V-8/440* hp @ 6,000 rpm,
450 lb-ft @ 4,600 rpm
5.0L DOHC 32-valve V-8/

435 hp @ 6,500 rpm,
400 lb-ft @ 4,250 rpm
TRANSMISSIONS
6-speed manual,
8-speed automatic
6-speed manual,
6-speed automatic
6-speed manual,
6-speed automatic
LxWxH
188.3 x 74.7 x 53.1 in
190.6 x 75.5 x 54.2 in
188.3 x 75.4 x 54.4 in
WHEELBASE
110.7 in
112.3 in
107.1 in
WEIGHT
3,600-3,700* lb
*Estimate
3,702-3,946 lb
(coupe only)
3,526-3,729 lb
center tunnel, and a rear frewall

intrudes too far forward. The Camaro
inherits these issues and aggravates them
with its swoopy styling.
Make no mistake, though, the car has
very good genes, as we discovered when
we drove the ffth- and sixth-gen cars
back to back. This was a very limited
testa V-6 car and only two laps around
GMs proving grounds. But it was enough
to notice a huge diference. The old car,
still very capable, is difcult to drive
comfortably at speed due to its size and
obscured sightlines. The new Camaro?
You just climb in and wail on. You see
where you are going, you sense where
the tires are, and you direct immediate

responses through the sharp electric
power steering. The 2016 model also feels
much better balanced. We had terminal
understeer [in the ffth-generation],
Oppenheiser admits, and we engineered
around it during the life cycle of the car.
V-8 models, riding on staggered Goodyear tires, he adds, still slide nose-frst,
but do so in a controllable manner.
This all should make for a quicker car.
Even the four-cylinder will hit 60 mph in
well under 6 seconds, and Oppenheiser
also says the new Camaro SS will run
quicker lap times than a ffth-generation
car with the 1LE package. But what
matters more to us is how fast we want

to drive the new car. The V-6 delivers
a surprising snarl courtesy of a new
active exhaust similar to the Corvettes.
As we adjust the throttle through a
sweeper and rotate gently toward the
apex, appreciation sinks in that this car,
previously pieced together from Chevy
Novas and Holden Commodores, now
derives from BMW-fghting Cadillacs.
For now, Camaro buyers will be able to
choose several trim packages. Both fourand six-cylinder cars will be available with
luxury features such as the nicer interior
trim, as well as performance features such
as bigger wheels and Brembo brakes.
Big isnt the only way to get versatility.
PRESSURE TO GET BIGGER IS UNRELENTING

THE NEW HUNGER MAKES CARS RESEMBLE AN R-V
CROSSEYED, WE CONCEDE THE BATTLE IS OVER
fold page so 1 meets 2
Honda reminds you to properly secure items in the cargo area.

HR-V EX-L Navi model shown. 2015 American Honda Motor Co., Inc.
NEW CAMARO
Summer tires can only be ordered on V-8 cars,

where they are standard. Magnetorheological
dampers are optional on the SS.
Our frst brief drive indicates this wellpedigreed Camaro boasts strong potential.
The forthcoming high-powered ZL1 should
blow away todays model, and a track-focused
package like the 1LE seems a given. Oppenheiser nods along in what seems to be more
than polite agreement when we note that the
lightweight, afordable four-cylinder car
seems a great starting point for a handling
package. He also agrees that the special-model
hierarchy we saw with the last generation,
particularly as pertains to a hyper-exclusive
Z/28, isnt set in stone.
But the real news here is that even the most
basic Camaro promises much better performance than ever before, even if it looks pretty
much the same. Credit Oppenheiser and his
team for doing much more than they had to.
While someperhaps mostCamaro faithful
may not care, the sixth-generation edition adds
legitimate substance to go with its style.
1. The new Camaro

looks especially
good from this angle,
with seemingly slim
A-pillars, but check
out the wide black
band inside.
2. Its easy to
appreciate how nice
the fender peak profle
is in this view.
3. Chamfered corners
break sharply at these
points below the grille.
4. The V-shape of the
front-end plan view is
readily seen with the
hood, bumper face,
and chin centerline
all doing a good
Bill Mitchell.
The four-cylinder
car (gray) looks
mean because it
is mean: Itll hit 60
mph faster than
most 60s muscle
cars. But wed still
take the red SS
with its rumbling
LT1 V-8.
Coming up...
10
4
2
3
GREATEST
CAMAROS
OF ALL
TIME
In
tro Sh
du oc
ct kin
or g
yP
ric
e!
ea
ch
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10
THE
GREATEST CAMAROS
OF ALL TIME
The Camaro is a little bit like Lynyrd Skynyrd

and not just because the latter blares so often
in the former. Critics deride it and reduce it to
clichs, but when you review all the hits in its
back catalog, you realize this is a great car.
Cue up Free Bird as we salute the 10 best
Camaros of all time.
The Original
Yenko Camaro
This will bruise a few egos:

Early Camaros are terrible
to drive, heavy, and numb
even by the standards
of the day. But the 1967
Camaro enjoyed important
advantages. The frst
was its smashing good
looks. Under Bill Mitchells
design leadership, the
car was more elegant
than it needed to be; its
lines germinated from a
mini-Riviera concept, and
it shows. This is especially
notable since Fords
Mustang, following its
sensational debut in 1964,
was already becoming fat
and cheap-looking. The
availability of 81 factory
options plus 41 dealer
accessories was another
strength, guaranteeing
there was a Camaro for just
about everyone.
Chevrolet intended the

Camaro to be more of
a cute compact than a
muscle car. Don Yenko,
owner of a Pitsburgh
area Chevrolet dealership,
saw things diferently. He
fouted GMs policy limiting
engine displacement to
400 cubic inches (6.6L) in
smaller cars by retrofting
427-cubic-inch (7.0L) V-8s
into a few of the Camaros.
By 1969, he enjoyed
enough corporate
backing to order them
this way from the factory,
although he still had
to slip them through a
back door known as the
Central Ofce Production
Order (COPO). Oh, and
sometime later, Paul Walker
drove a Yenko (replica)
onto a boat in
2 Fast 2 Furious.
1969 ZL-1 cost $7,269,

PRICIEST The
about $46,500 today. But its
CAMARO: now worth about $500,000.
1968
Camaro Z/28
1969
Camaro ZL-1
Early 70s
Camaro
A textbook example of
how racing can beneft a
car and a manufacturer.
When GM execs wouldnt
let Chevrolet feld a factory
Trans-Am racing team,
enthusiasts in the company
outsourced to Roger
Penske. Penskes gifed
engineers, including driver
Mark Donohue, managed
to transform the Camaro
from a poky performer in
1967 into a track weapon
that dominated the SCCA
Trans-Am series in 1968
and 1969. Among the
innovations, Chevrolet
engineers homologated
heavy duty suspension
and brake components.
Perhaps most signifcantly,
winning races helped the
Camaro roar out of the
Mustangs shadow.
The most exotic Camaro

and, for a long time, the
most powerful. Like other
early big-block Camaros,
Chevrolet worked quietly
through dealerships.
But this was another
level of absurdas in an
aluminum, 427-cubic-inch
(7.0L) V-8 derived from
Chevrolets involvement
with the Chaparral Can-Am
racing team. It was rated at
430 hp and weighed some
160 pounds less than an
iron-block 427. The result
was one helluva quick car,
as evidenced by the ZL-1
Camaros 1971 American
Hot Rod Association Pro
Stock championship win.
Only 69 were soldfew
people wanted to pay
$4,000-plus for an engine
option on a $2,727 car.
General Motors, at
the height of its powers,
invested millions in this
ambitious version. Mitchell
styled the unadorned
body afer the Italian
sports cars he adored
and, even more than the
frst car, tacked away from
competitors cheesy,
bloated styling. This car
felt more sophisticated,
too, with a relaxed seating
position and refned
handling. Circumstances
undermined all this work:
A massive auto-worker
strike in 1970 delayed
production, and emissions
regulations and the Arab
oil embargo sapped
power. Finally, new crash
regulations spoiled
the styling.
Camaros
MOST POPULAR 282,571
were produced
in 1979.
CAMARO:
WEAKEST
CAMARO:
NEW CAMARO
10
6
1988-1992
Camaro 1LE
1998-2002
Camaro SS
As we stare at the secondstraight reprise of 1969

styling in the form of the
sixth-generation Camaro,
we credit these IROCera cars for daring to be
so diferent. The third
generation also ofered
revelatory handling, having
benefted from concurrent
development of the fourthgeneration Corvete. The
best of the breed was the
racing-ready Camaro Z28
1LE, ofered from 1988 to
1992. Available with either
a 305-cubic-inch (5.0L) or
350-cubic-inch (5.7L) V-8,
it also incorporated stifer
dampers, a bafed fuel
tank, an oil cooler, and an
aluminum driveshaf. But
the precursor to todays
best Camaro, the Z/28,
lacked A/C.
Sales declined
precipitously with
the Camaros fourth
generation, in part
because no one wanted
a small coupe during the
height of the large SUV
craze and in part because
the car looked as bloated
as Vegas gamblers
afer a bufet binge. But
it ofered unbeatable
performance for its price,
especially during its fnal
years when less than
$25,000 bought you an
aluminum-block LS-1 V-8
conservatively rated at
305 to 325 hp, depending
on specifcation. Used
examples remain
afordable, much to the
chagrin of speculators
who tucked away the last
Camaros in 2002.
The 1982 four-cylinder

Camaro made 90 hp. The
Z28 mustered only 165 hp.
Bumblebee
If youve ever driven
around in a yellow ffhgeneration Camaro and
heard the breathless
shrieksBumblebee!
you understand. The
placement of the Camaro
concept car in the 2007
movie Transformers
was a stroke of marketing
genius, building more
anticipation and goodwill
for the car than could any
amount of advertising.
More important, this
Camaro atracts a sort
of guileless afection,
especially from children,
thats rarely directed
toward cars in our
cynical era.
10
2014
Camaro Z/28
Pontiac
Firebird
Much like the original,

the new Camaro that
debuted for 2010 didnt
drive exceptionally well. It
plowed through corners
and felt heavier than it was.
Chevrolet still sold more
than 90,000 in the frst
12 months of production,
so buyers didnt appear to
care. But the engineers did
care. The ffh-generation
car has become beter
every year, to the point
that the 2014 models have
diferent steering wheels,
diferent tires, and, in
many versions, diferent
suspension geometry than
what debuted in 2010. The
Z/28 is the culmination of
all this efort, a Camaro that
puts the fear of America
into track-driving Porsche
911 owners.
Yes, the Firebird is one of

the greatest Camaros.
Fact is wed be remiss in
celebrating the Camaro
without pouring one out for
its longtime running mate.
Disregard the ignominious
later years, when the
Firebird amounted to
litle more than an ugly
body kit. Focus instead
on the mid- to late 1970s,
when it was Americas
coolest car. Pontiac held
on to high-performance
engines longer than
Chevrolet, ofering a Super
Duty 455-cubic-inch (7.5L)
V-8 through 1975. When
that gave out, Pontiac
emphasized handling
(along with decals and
Burt Reynolds), providing
precedent for the athletic
Camaros we have today.
produced
SADDEST Chevrolet
only 41,776 Camaros in
CAMARO: 2002, the last year.
07 . 2015 . 55
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NO BACKI N
DELTAWING
By Steven Cole Smith
NG DOWN
The radical DeltaWing and
Nissan ZEOD RC
race cars generated
loads of publicityand
led Donald Panoz to
challenge the Japanese
manufacturer in court
07 . 2015 . 61
The messiest melodrama

in motorsports
PA N O Z
is based on the reliable David and

Goliath theme, but David is
played by an unlikely character:
a newly slimmed-down Donald
Panoz, who turned 80 in
February and fgured it was time
to start thinking of his health.
(His weight loss plan: Eat like a
bird; shit like an elephant!)
At a time in his life when most
men are planning their next early
bird bufet, Panoz remains deeply
invested in racing even after
selling his stake in the American
Le Mans Series (ALMS) to
NASCAR in 2012.
Panozwho founded the
company that developed nicotine
patch technology yet still
chain-smokes Silk Cutsalso
has lawyers on speed dial, and he
has pointed them at a former
employee who was hired by a
former Panoz partner.
If this were TV Guide instead of
Automobile, we could sum it up
like this: David (Don Panoz)
takes on Goliath (Nissan and its
global motorsports director,
Darren Cox) both in the
courtroom and in the court of
public opinion. David, principal
bankroller of the DeltaWing race
car, claims Goliath poached
mild-mannered DeltaWing
designer Ben Bowlby, creating the
Last year,
Panozs
DeltaWing
fnished a
respectable
fourth at Petit
Le Mans.
Nissan loved
the DeltaWing
briefy, at least.
basis for Nissans own 2014 and 2015 Le Mans

prototype programs.
Brought to you by, maybe, Metamucil.
To set the stage: About six years ago, the Verizon
IndyCar Series put out a call for a new car and
received six proposals. One of them debuted in
February 2010 at the Chicago Auto Show. It was a
peculiar mockup of a machine called the
DeltaWing, which had an impossibly narrow front
endthe two front tires were only 4 inches wide
and big hips, and would hold a small four-cylinder
engine. In rather uncomfortable attendance were
IndyCar and NASCAR team owner Chip Ganassi,
who had funded the efort so far for Bowlby, an
engineer and designer who worked for Ganassi in
Indiana and who came up with the idea for the
DeltaWing. To no ones surprise, IndyCar
eventually settled on a more conventional chassis
produced by incumbent supplier Dallara.
As Ganassi backed away, Panoz stepped forward.
Using his ALMS-bred connections with the
Automobile Club de lOuestorganizer of the
24 Hours of Le MansDeltaWing landed the
coveted Garage 56 slot reserved for experimental
cars at the 2012 Le Mans race. DeltaWing prevailed
on the green basis that it weighed half as much as
a regular prototype, used half as much fuel, needed
half the Michelin tires, yet went just as fast.
Or almost.
Essentially, the dog chasing the 18-wheeler
fnally caught it. Now what? They had to build a
DeltaWing. Dan Gurneys All American Racers
stepped up to help fabricate the car, and a desperate
search began for an OEM partner to supply the
engine. Chevrolet said no. Mazda said no.
DELTAWING
BOWLBY
Nissans European division

eventually showed mild interest,
which swelled after the
DeltaWings frst test at
Buttonwillow Raceway in the
California desert in March 2010.
The car did exactly what Bowlby,
an unassuming, disarmingly
honest Brit, said it would. We
asked Bowlby then if he
envisioned feets of DeltaWings
competing at racetracks. Not
really, he said. I just wanted to
show there are diferent ways to
do things. Im hoping that the
DeltaWing might encourage
other designers to climb outside
the box. This was the frst hint of
confict between Bowlby and
Panoz because Panoz, a
businessman, did indeed envision
feets of DeltaWings.
Once Nissan realized the
concept worked, it began a
vigorous campaign to associate
itself with the project and with
the cars debut at the 24 Hours
of Le Mans in 2012.
Despite the Nissan badging, the
engine the DeltaWing ran at Le
Mans, with the exception of a
Nissan fuel-injection throttle
body, had a lot more in common
with Chevrolets four-cylinder. It
was supplied by Ray Mallock
Limited, the British company

that operated the works team
for Chevy in the British Touring
Car Championship.
The fact the DeltaWing made it
past the six-hour mark in that
race was a bit of a shock; it
cranked out presentable lap times
until a crash caused by a Toyota
eliminated it from the feld. Still,
the project owned Le Mans,
sending the career of Nissans
Cox, who frst believed in the
DeltaWing and shepherded it
through the corporate maze, into
the stratosphere. Nissan promptly
promoted Cox from general
manager of Nissan Europe to
global motorsports director.
The DeltaWings next ontrack appearanceand its last
with Nissan backingwas the
2012 Petit Le Mans at Road
Atlanta, where it fnished
a commendable ffth.
So what was next? Bowlby, in
a mission accomplished mood
after Petit Le Mans, wasnt sure.
The question is, he said, is
this car a stepping stone to
something else, or will it have
a life of its own?
Bowlby apparently chose
stepping stone.
Search Nissans online news
archive for Bowlby, and his last
mention with DeltaWing is in
regard to the November 2012 Los
Angeles Auto Show, where the car
made an appearance.
Prominent branding at Le Mans and

Petit Le Mans in 2012 lef no doubt
that this was a Nissan production,
brought to you by Darren Cox.
COX
Bowlby is not referenced

again until June 21, 2013, when
henow as Nissans director of
motorsport innovationshows
up discussing the revolutionary
Nissan ZEOD RC, which would
be the Garage 56 entry at Le
Mans in 2014. The ZEOD RC
looked a great deal like the
DeltaWing.
Despite repeated attempts,
Bowlby could not be reached for
this story.
According to Panoz, Bowlby
began working for Nissan in
December 2012. Two months
later, Nissan announced it would
return to Le Mans in 2014 with
the ZEOD. Meanwhile, Panoz
announced that the Bowlby-less
07 . 2015 . 63
DELTAWING
DeltaWing would race in the

ALMS in 2013, using its own
Panoz-built Elan four-cylinder
engine, constructed on Mazda
architecture.
In September 2013, Panoz
suggested what was to come.
We feel very strongly that there
is a potential problem, he said.
We are in discussions with our
legal advisers, and well see
what happens.
What happened was that in
November 2013 Nissan unveiled
the BladeGlider, a street-car
concept that to Panoz looked far
too much like the ZEOD, which
looked far too much like the
DeltaWing. For Panoz, it was the
breaking point. He had already
planned to build a street-legal
DeltaWing (a pledge he renewed
at the 12 Hours of Sebring in
March 2015), and now Nissan had
built a racer and was showing a
street-car concept it might sell?
A day after Nissan unveiled the
BladeGlider, Panoz fled a lawsuit
naming Bowlby, Cox, and Nissan
as defendants. It is tempting to
write of Panoz as a spurned
suitor, but some points in his
142-page lawsuit stand out, one
being that Nissan never paid
Panoz. The suit claims Nissan
failed to pay $2 million in
sponsorship, which was supposed
to cover Le Mans and subsequent
races and displays of the car, as
well as other costs.
While Panoz and his lawyers
have been busy in court, Nissan
has fled multiple motions of its
own. One of them, a motion to

dismiss the case for lack of
personal jurisdiction, caused the
Superior Court of Jackson
County, Georgia, to appoint a
special master, Atlanta lawyer
Cary Ichter, to review it. He
issued a 32-page report on
January 26, 2015. It backs the
continuation of the court case
and makes some additional
notations that likely have Nissan
attorneys attention, as Ichter had
access to hitherto-private
communication.
Ichter cites an internal Nissan
document that states Nissan
decided not to spend $50 million
to buy into a partnership with the
original DeltaWing partners
because Nissan would not own
outright the intellectual property.
Therefore, the document reads,
ONLY way to gain knowledge of
narrow track cars was to poach
Ben Bowlby and make him a
consultant.
Ichter cites an email from Cox
to his Nissan associates:
Contractual relationship with
DeltaWing partners (owners of
the car) is very delicate. THEY
MUST NOT FIND OUT WE ARE
CONSIDERING A ROAD CAR.
There would be severe legal
implications.
This is not to say the court has
invariably found in Panozs favor.
In April 2014, Judge T. David
Motes of the same Superior Court
in Georgia denied a motion fled
by Panoz, as DeltaWing Project
56 LLC, that might have
EVENTS
AS THEY
UNFOLDED
December 2008
Ganassi employee
Ben Bowlby begins
DeltaWing concept
development.
February 2010
DeltaWing IndyCar
concept unveiled at
Chicago Auto Show.
July 2010
IndyCar chooses Dallara
to supply new chassis.
DeltaWing appears
done, but American Le
Mans Series owner Don
Panoz takes an interest.
October 2010
Bowlby and Panoz meet
with the Le Mans
sanctioning body about
DeltaWing running there
in 2012 as the experimental Garage 56 entry.
June 2011
DeltaWing is invited to
Le Mans as the 2012
Garage 56 entry.
Michelin signs on as tire
supplier. DeltaWing
construction soon
begins at Dan Gurneys
All American Racers.
Happier times
prevented Nissan from racing the

ZEOD at Le Mans in 2014, partly
because the court fnds the scale
tips in the favor of Nissan, who
would lose a signifcant
marketing opportunity and
investment were it prevented
from racing at Le Mans, as
opposed to the plaintif, whose
damages are speculative.
One of Panozs attorneys,
Simon Bloom, had argued if the
ZEOD were allowed to compete
in the 2014 Le Mans, this small
company, DeltaWing Project 56,
that nobody knows exists, is
going to go away. Not just be
slowed down. Its going to go
away, forever and ever, amen.
A couple of months later, the
Panoz was not thrilled with the Nissan ZEOD RC, lef, that ran at Le Mans in 2014 before retiring afer fve laps. Meanwhile,
the DeltaWing has had a rocky 2015 thus far, retiring early at Daytona and Sebring, and fnishing last at Long Beach.
Contractual
relationship
with DeltaWing
partners (owners
of the car) is
very delicate.
THEY MUST
NOT FIND
OUT WE ARE
CONSIDERING
A ROAD CAR.
There would
be severe legal
implications.
March 2012
Superior Court of Boone County,

Indiana, reviewed a motion fled
by DeltaWing LLC. This motion
sought a preliminary injunction
against Bowlby, with DeltaWing
claiming it could cause
irreparable harm if Bowlby took
trade secrets to Nissan. The
court found in favor of Bowlby,
noting that he is the sole source
of income for his family of fve
and that the entry of an
injunction would brand Bowlby
a thief before any evidence
against him has been weighed by
a jury of his peers.
The court went on to make a
rather remarkable proclamation
of its own, stating that the narrow
delta front end of the
DeltaWing and the ZEOD/
BladeGlider is as old as the
Greeks and that there is nothing
secret about it. Said the court:
The properties of the delta were
known to the ancients when
Pythagoras lectured upon them
perhaps in the shadows of the
Parthenon. Children who fold
paper airplanes understand the
delta shape.
Panoz and DeltaWing continue
to move forward with the plan
to build DeltaWing-based GT
race cars, homologated by
building street cars, hopefully in
partnership with an OEM
December 2012
DeltaWing completes
shakedown at
Butonwillow Raceway.
Shortly afer, Nissan
signs on ofcially.
June 2012
The car wins the hearts
of Le Mans fans, but not
the race, retiring afer
75 laps once Kazuki
Nakajimas Toyota
TS030 Hybrid crashes
into it.
October 2012
DeltaWing races at
Panoz-owned Road
Atlanta in the Petit
Le Mans. It fnishes ffh
overall and completes
388 laps, six short of
the winning Rebellion
Racing Toyota Lola
B12/60.
Bowlby allegedly joins

Nissan as director of
motorsport innovation.
February 2013
Panoz says DeltaWing
will run the 2013 ALMS
season in the LMP1
class on road courses.
Soon afer, Nissan CEO
Carlos Ghosn suggests
Nissan will return to
Le Mans in 2014.
June 2013
Nissan unveils the
ZEOD RC at Le Mans
as the 2014 Garage
56 entrant.
November 2013
Nissan unveils the
BladeGlider Concept
street car at the Tokyo
Motor Show. It looks a
lot like the DeltaWing.
One day later, Panoz
fles a lawsuit in Jackson
County, Georgia,
seeking damages and
injunctive relief.
December 2013
to present
See you in court. Again
and again.
Courts might
ultimately decide
how much Ben
Bowlby there was
in the BladeGlider
concept, above,
and if Bowlby used
technology in the
Nissan GT-R LM,
right, that belongs
to Don Panozs
company.
which will almost certainly not

be Nissan.
The court case is bound to be
a distraction for Nissan, Cox, and
Bowlby as they thrash for Le
Mans 2015, where the company
hopes to compete for an overall
victory for the frst time since
1999. It will use Bowlbys
revolutionary GT-R LM NISMO,
the LMP1 car that was revealed in
a pricey Super Bowl XLIX
commercial.
The GT-R LM has a V-6 engine
up front driving the front tires,
which are much larger than the
rear tires. A kinetic energy
recovery system powers fywheels
that boost power up front and
could send power to the rear
wheels, had Bowlby and his crew
had time to work out the
rear-drive. They did not.
The car doesnt look as
outrageous as the DeltaWing in
person, but with body panels of
it is far more mechanically
ambitious than the DeltaWing
and has been predictably
problematic. It made a handful of
unfortunately slow laps at Sebring
in a March test before breaking a
carbon-fber mounting point, and
it lay in pieces during the last day
and a half of testing. Nissan
canceled its participation in two
pre-Le Mans races it planned to
run in. Nissan in general and Cox

and Bowlby in particular have a
lot riding on the GT-R LM, and
a lot of work remains if the
manufacturer is to be competitive
against Le Mans rivals Audi,
Porsche, and Toyota. The talk
now is less of winning, more of
not embarrassing themselves.
And, fnally, how is the
DeltaWing doing?
Not much better. It was fast at
the 2015 season-opening Rolex
24 at Daytona, but the cars
longtime nemesis, the
transmission, sidelined it after 42
of the eventual 740 laps. And at
the 12 Hours of Sebring, the
DeltaWing qualifed 10th but
couldnt start with the feld
because of throttle problems that
surfaced on the pace lap. It
dropped out a little after two and
a half hours because of a broken
rear suspension.
On track, both the DeltaWing
and the Nissan GT-R LM appear
to face challenges that neither
David nor Goliath could have
predicted.
At this writing, motions and
countermotions continue. Either
side could blink and the
proceedings could end tomorrow,
but at this point, that seems about
as likely as Ted Nugent opening a
chain of vegetarian restaurants.
07 . 2015 . 65
THE
Touring
Superleggera
BERLINETTA LUSSO
A perfectly good reason
to tear apart a perfectly good
Ferrari F12
By Dale Drinnon I
Photography by Martyn Goddard
SUPERLEGGERA
07 . 2015 . 67
Carrozzeria Touring
Ferrari is a meticulously engineered, delicately crafted, very

exclusive refection of its owners social and economic stature.
Its rare a Ferrari falls short of anyones urbane wants, but not
impossible. For those fortunate few, nothing separates one
superlative-drenched hypercar from all the rest quite like the
lost art of automotive haberdashery, in which a shop tailors
sheetmetal to a moneyed connoisseurs specifcation.
The Touring Superleggera Berlinetta Lusso began with a
knowledgeable (but steadfastly anonymous) Ferrari collector
who wanted a front-engine V-12 coupe in a conventional threebox confguration trimmed with a touch of typical Italian luxury, or Lusso. For that, the collector turned to Italian company
Touring. Established 1926 in Milan as Carrozzeria Touring, this
coachbuilder served manufacturers such as Aston Martin and
Maserati as well as discerning private
customers. Its patented superleggera
Timeless crafmanship,
(super-light) construction technique for
right, creates modern
bodyworkbasically aluminum panels
classics such as the
supported by a thicket of small-diameter
Alfa Romeo Disco
Volante, below.
tubingofered advantages in both
design and ease of manufacturing. Its
why Enzo Ferrari went to Touring to
create the bodywork for his stillborn
1940 AAC Tipo 815 race car and the 1948
Ferrari 166 MM that fnally established
him in the car business.
As the 1960s came to a close, so did
Touring. But the brand name maintained
its appeal through the decades. Following the death of Carlo Anderloni, longtime CEO and son of one of the companys co-founders, it was acquired by Zeta
Europe BV, a Dutch outft. As Touring
Superleggera, the company entered a
suddenly expanding market for limitedproduction exotic cars. A pair of handmade Maserati-based models debuted
frst, followed in 2010 by the Bentley
Continental Flying Star, the only specialedition Bentley ever endorsed by the
factory. Then came the 2013 appearance
of the stunning Disco Volante, a car based
on the Alfa Romeo 8C Competizione.
The Superleggera Berlinetta Lusso is
yet another beautifully reskinned car in
Tourings long lineage. Touring stripped
down a Ferrari F12 to the platform and
then built the grand tourer up again
with hand-formed panels. Nonstructural
components such as the hood and aero
bits are made from carbon fber, but the
rest is aluminum shaped the old-fashioned way, by forming it over styling
bucks (and other methods known only to
the high voodoo priesthood of traditional
panel-beating). This technique is the key
to achieving the sharply creased accent
line that fows from the Lussos wheel
arches, a signature detail that appears
regularly on Tourings work.
A fnely tailored
suit of new
clothes has been
draped over
the chassis of a
Ferrari F12, from
sleek aluminum
exterior panels to
luxurious interior
upholstery.
SUPERLEGGERA
When you have a car with fantastic mechanicals underneath,

all you have to do is keep it simple.
COACHBUILDING
For more information on

the Berlineta Lusso, go to
www.touringsuperleggera.eu.
Piero Mancardi,
Carrozzeria Touring CEO
Louis de Fabribeckers,
Touring head of design
How to be a successful
coachbuilder
THE GREAT ITALIAN
automotive design and
coachbuilding industry
took a hell of a beating in
the late 20th century; few
of the old houses survived
unless they allied with a
major car frm or fnancial
white knight. One could
make the case that Touring
succeeds today because it
got its failure over and
done with in 1966.
Piero Mancardi,
appointed CEO of the
company in 2009 afer a
career as an executive at
Fiat, has a realistic
perspective of Tourings
place in the industry. We
have a widely respected
and legendary brand, a
talented workforce with
valuable specialist skills,
and tremendous
engineering and design
expertise, he says. What
we dont have is the
burden of heavy
infrastructure, as we
restarted from practically
zero. Our customers dont
pay for expensive
premises, expensive
advertising, redundancy of
management. What they

pay for is only the quality of
the product.
Touring follows the
traditional coachbuilders
model of workload
diversity: private customer
one-ofs, manufacturer
design studies, the
occasional contract paint
job, and restorations. All
this encourages a fexible
set of skills, which
Mancardi says is a boon to
mainstream automakers.
From us you can buy
design or research, design
plus digital conception,
or engineering and
construction, or a whole
project. The relationship
is symbiotic; Touring
gained huge credibility
from its 2014 Mini Vision,
an award-winning concept
car executed with BMW.
When it comes to
wooing the private
consumer, Mancardi
circles back to the issue of
product quality. Were
supposed to add value
when we modify a car, and
we must respect the
manufacturers standards
very tightly, he says. The

worst thing that we could
do is reverse the quality of
the original car. I think
thats one of the motivations that brings
customers to us for
bespoke products. Of
course, along with this
comes the pleasure for the
customer of participating
in the design process, and
customer participation is
an extremely important
aspect of the whole experience. Years from now
theyll be remembered as
part of the history of that
very special car, a car that
might help defne the
design language of the
next decades, like the
frst Disco Volante of
the 1950s.
Indeed, he says,
coachbuilding is alive and
kicking. I really believe
that coachbuilding has a
brilliant future if its run the
proper way and includes
the proper values, he
says. This is very
important: You can never
fake it. People are
not stupid.
From its egg-crate grille back, the

Berlinetta Lussos overall shape is clean
and smooth, and its tail substitutes the
Ferrari F12s aggressive Kamm-back
shape for an elegant sweep rearward
engineered to be more aerodynamic. Its
not showy, and Touring doesnt want it to
be. There are defnitely cars that need
some added excitement, says Louis de
Fabribeckers, Touring head of design,
maybe because they lack power or handling or whatever. But when you have a
car with fantastic mechanicals underneath, all you have to do is keep it simple.
I think if you can draw a car in one
line, without removing your hand, youre
on the right track. Its part of our process,
in fact. You look at the early sketches, and
theyre quite busylots of shapes and
strokesand then we have to erase,
erase, simplify, simplify. Only then do
we get the right one. The most eyepopping exterior feature is the Azzurro
Nioulargue paint, meant to look like the
Mediterranean Sea on a sunny day.
The Lussos interior furnishings dont
vary much from Ferrari practice. It still
wears the F12s gauge cluster, switches, air
vents, steering wheel, center console, and
assorted techno bling. Even so, lots of care
and attention have gone into aluminum
and leather fttings to replace exposed
carbon fber. The colors are sumptuous
and warm, with the cream of the seat faces
repeated on the doors and parcel shelf
panels to brighten the cockpit.
Mechanically, the Touring Berlinetta
doesnt vary from Ferrari practice at all,
which is fne. The F12 is synapse-meltingly quick when you want it and, through
the miracle of science, quite drivable when
you dont. Its dynamically enjoyable and
makes glorious noises, popping and snarling when you lift of its accelerator.
Tourings agreement with the contracting customer allows just four additional
units, each to be fnished, painted, and
accessorized to the buyers wishes. Pricing
is subject to discussion with interested
parties, and rest assured itll be solidly in
if you have to ask territory. Those of us
who neednt ask need only enjoy the artistry in a unique, expensive example of
a modern automotive tailoring.
It takes layers and layers of carefully

crafed details to create the unique
statement that a car enthusiast
wants from a truly personalized
automobile.
Carrozzeria Touring
Superleggera Berlinetta Lusso
THE SPECS
ENGINE:
6.3L DOHC
48-valve V-12/
731 hp @ 8,250 rpm,
509 lb-f @ 6,000 rpm
TRANSMISSION:
7-speed dual-clutch
automatic
LAYOUT:
front-engine,
RWD coupe
SUSPENSION F/R:
Control arms,
coil springs/multilink,
coil springs
BRAKES:
Carbon-ceramic discs
L x W x H:
184.8 x 81.9 x 51.0 in
WHEELBASE:
106.9 in
WEIGHT:
3,627 lb
0-60 MPH:
2.9 sec (est)
TOP SPEED:
211 mph (est)
07 . 2015 . 71
Then & Now

1967
Porsche 911S Targa
2016
Porsche 911 Targa 4S
By Rory Jurnecka I
Photography by Julia LaPalme
The original open-air coupe returns

TARGA
Targa California
07 . 2015 . 75
The
black-and-white illustration is a magazine

advertisement from 1968, and it portrays a
Porsche 911 Targa zipping down the street of a big-city business district. The
Targa is glamorously open to the elements with its hard plastic roof stowed
and the zip-out plastic rear window stashed. A stylish couple occupy the front
seats. Beneath, the caption: Some day, all convertibles will have a roll bar.
The 2016 Porsche 911 Targa is a stylish, brand-new expression from the
Stuttgart carmaker, almost exotic-looking compared with the coupe. Back in
late 1966, the very frst 911 Targa was also a stylish, brand-new expression. Of
course, Porsche sold plenty of 356 Cabriolets in the 1950s, especially in
California where the stripped-down Speedster with its chopped windscreen
was an instant classic. Yet when Porsche introduced the 911 in 1963, the
expense of engineering and producing a convertible version seemed beyond
the automakers means. In that era of new safety requirements mandated by
the U.S. government, the future of the convertible seemed problematic in any
case. Instead, people were talking about the T-top, a convertible-style roof
design patented by legendary designer Gordon Buehrig in 1951 and that
eventually frst appeared on the 1968 Chevrolet Corvette Stingray.

These times birthed the Porsche 911
Targa, which frst rolled onto the street in
December 1966. Its signature was a sturdy
steel hoop where the B-pillars would be in
a coupe, and the car looked like a modernistic convertible for the swinging 60s. The
Targa bar both made the roofess bodywork more structurally rigid and seemed to
ofer passenger protection in a rollover
crash (though no formal promises were
made). Targa came from Porsches racing
success at the Targa Florio road race in
Sicily; it means shield, a kind of description of the trophy that gentleman racer
Vincenzo Florio gave to the winner of the
event he established in 1906, and Porsche
executives liked the connotation of safety.
At frst the Targa was an unexpected
sales hit, but even after Porsche substituted a glass wraparound rear window for
the original makeshift plastic one in 1968,
sales declined gradually through the 1970s.
This vintage
911S looks
fabulously 60s
with its Bahama
Yellow paint and
classic fve-spoke
Fuchs wheels.
TARGA
ONCE WERE IN THE DRIVERS SEAT,

THE HARD-EDGED RASP OF THE
AIR-COOLED, SOHC, 2.0-LITER
FLAT-SIX IS MESMERIZING, AS
ITS TWIN TRIPLE-THROAT WEBER
CARBURETORS SUCK DOWN
AS MUCH AIR AS THEY CAN.
After Porsche revived generally moribund 911 sales with the 1983 911SC
Cabriolet, the Targa continued as a kind
of small-volume specialty model through
the 1980s with the 911 Carrera 3.2 and
then into the 1990s with the 964-series
of the 911.
Things changed in 1994, as the Targa
version of the new 993-series 911 became
a serious luxury model thanks to a
unique, sliding glass panoramic roof. Yet
this innovative design didnt move the
sales needle even as it continued into the
996- and 997-series. It was expensive and
didnt work too well, either. The Targa
nameplate was broken.
Thankfully, Porsche fnally fxed it.
Just look at the 2016 Carrera 4S Targa if
you have any doubts. Its roll hoop is
fnished in stainless steel just like the
classic Targas, and it looks more distinctive and better than ever before. This allwheel-drive Carrera 4S (every Targa now
comes with all-wheel drive) also continues to express luxury, and the S-model has
a water-cooled, 3.8-liter fat-six engine
that makes 400 hp.
Its gotten a little easier to remove
the Targas roof in the last fve decades.
Hit a button on the center console and
what seems like half of the cars rear
bodywork swings up and away on
spindly arms while the roof lifts of its
perch. It moves rearward and down, as
the bodywork slips back into position to
conceal the roof within the cars depths.
Believe us (and plenty of befuddled onlookers), its quite a spectacle.
The 2016 Targa is a delight to drive.
07 . 2015 . 77
2016 Porsche 911 Targa 4 GTS

SHARPENING THE KNIFE
BY JOHN LAMM
MALAGA, SPAINThink of the 2016 Porsche 911 Targa 4 GTS

as a superb chefs knife honed to a fner edge, a world-famous
cabernet sauvignon from an even beter year, or the driver who
wins the Indianapolis 500 by 0.43 seconds.
Using Porsches already sharp, all-wheel-drive-only 911
Targa as its starting point, the 430-horsepower Targa 4 GTS
rockets from 0 to 60 mph in 4.1 seconds when equipped with
Porsches seven-speed PDK dual-clutch gearbox. Sevenspeed manual cars clock in 0.4 second slower, Porsche says.
While the Targa 4 GTS has the same 325 lb-f of torque as
the Targa 4S that sits one step below it on the ladder, peak
power comes in 150 rpm higher at 5,750 rpm. The diferences
are minor on paper, but get the GTS past 4,000 rpm and
youll fnd its 3.8-liter fat-six loves to rev from there to redline.
Leave the PDK in D on a racetrack, let the electronics do
their stuf, and youll fnd the upper limits are where the GTS
does its best work.
While an open-top car like the Targa GTS isnt going to be
nearly as rigid as a 911 GTS coupe (it takes roughly 22,421 lb-f
of twist to bend the coupes body 1 degree, as opposed to
the 9,883 lb-f it takes to do it in the Targa), the Targa feels
about as solid as the coupe, even over long stretches of
bumpy Spanish back roads. The GTS tips the scales at 3,439
pounds (with the manual), 143 pounds heavier than the GTS
version of the cabrio and 297 more than the GTS coupe.
Weissachs suspension wizards also revised the cars shock
tuning, which largely masks any handling disparities between
the GTS versions of the coupe and Targaespecially on
a racetrack where anyone short of Dario Franchiti would be
hard pressed to notice a diference.
Visual variances for the Targa 4 GTS amount to a body-color
lip spoiler, and lots of black along the doorsills, exhaust tips,
model designation wording, and engine cover grille. Despite
14 body colors, the only wheels on the list areyou guessed
itfnished in black.
Entry price for the 2016 Porsche Targa 4 GTS is $133,795 for
the seven-speed manual car; add $4,840 for the PDK. Wander
through the options list, and as with most any Porsche, youll be
north of that number quicker than you can say Zufenhausen.
72
78 .. AUTOMOBILEMAG.COM
AUTOMOBILEMAG.COM .. 06
07 . 2015
THE SPECS
ON SALE:
Now
PRICE:
$133,795/$128,995
(PDK/manual)
ENGINE:
3.8L DOHC 24-valve
fat-6/430 hp @
7,500 rpm, 325 lb-f
@ 5,750 rpm
TRANSMISSIONS:
7-speed dual-clutch
automatic, 7-speed
manual
LAYOUT:
rear-engine, AWD
convertible
EPA MILEAGE:
17/24-25 mpg
city/hwy (est)
L x W x H:
177.5 x 72.9 x 50.8 in
WHEELBASE:
96.5 in
WEIGHT:
3,483/3,439 lb
(PDK/manual)
0-60 MPH:
4.1/4.5 sec
(PDK/manual)
TOP SPEED:
187/188 mph
(PDK/manual)
Docile around town in Santa Barbara,

California, the car comes alive with a
push of the Sport button as we climb
into the mountains above the city.
Throttle response sharpens, faps in the
exhaust open to let the engine bark, and
suddenly were having a little twistyroad time, with the sun beaming into the
roofess cabin. The Targa S-models
engine just howls, flling the cabin with
an ever-intensifying crescendo of fatsix noise until the car reaches its 7,800
rpm redline. This particular Targa is
equipped with a seven-speed manual
gearbox, and rev-matched downshifts
come easily enough thanks to properly
spaced pedals, though if youd prefer to
let the computer sort it all out for you,
Sport Plus mode gives you automated
rev-matching.
The 1967 911S Targa accompanying us
comes from the Bruce McCaw collection, one of just 718 such cars built that
year. Its shockingly small, about the size
of a frst-generation Mazda Miata. Once
were in the drivers seat, the hard-edged
rasp of the air-cooled, SOHC, 2.0-liter
fat-six mesmerizes us, as its twin triplethroat Weber carburetors suck down as
much air as they can. Even in the top
spec 911S version of the Targa, theres
TARGA
THE SPECS
1967 PORSCHE
911S TARGA
PRICE WHEN NEW:
$6,990
VALUE TODAY:
$147,660 (avg)
ENGINE:
2.0L SOHC 12-valve
fat-6/180 hp @
6,600 rpm, 144 lb-f @
5,200 rpm (SAE gross)
TRANSMISSION:
5-speed manual
LAYOUT:
rear-engine, RWD
convertible
L x W x H:
163.9 x 63.4 x 53.0 in
WHEELBASE: 87.0 in
WEIGHT:
2,381 lb
0-60 MPH:
7.4 sec (est)
TOP SPEED:
140 mph (est)
2016 PORSCHE
911 TARGA 4S
PRICE:
$118,525/$145,220
(base/as tested)
ENGINE:
3.8L DOHC 24-valve
fat-6/400 hp @
7,400 rpm, 325 lb-f @
5,600 rpm
TRANSMISSION:
7-speed manual
LAYOUT:
rear-engine, AWD
convertible
L x W x H:
176.8 x 72.9 x 50.8 in
WHEELBASE:
96.5 in
WEIGHT:
3,428 lb
0-60 MPH:
4.6 sec
TOP SPEED:
183 mph
Open the rear

decklid of the
67 and you can
actually see an
engine, above.
Not so with the
16 version and its
plastic shrouds.
The new Targa
interior, below lef,
seems inspired in
equal parts by
the early 911
and a Boeing 747
fight deck.
just 180 hp (SAE gross) but fortunately

there are only about 2,400 pounds to
move, and the fve-speed manual transmission on the S-model helps to amplify
the engagement factor.
The ride is uncommonly good for a
nearly 50-year-old sports car thanks to
the progressive action of the torsion-bar
springs, and theres not much body roll to
note. The roll hoop helps create
decent structural stifness, so theres
signifcantly less cowl shake than in other
open-top cars from this era. The shift
action of the dogleg fve-speed through
the long, skinny lever is light but also
vague by modern standards. Then theres
the signature steering feel that marks this
car as a classic 911. The extreme alignment thats meant to help this shortwheelbase, rear-engine car track straight
and true means that the helm is always

alive, writhing in your hands.
As we look back through the Targas
history, it has been the 911 that enthusiasts have loved to hate since the 1970s.
Its the luxury model, the poseur version. Yet after a day spent on Southern
Californias coast in the sunshine (and
even during a rare cloudburst), the comparison of these two cars reminds us
why the Targa body style is so special to
us. Conceived as a half-measure, partway between a convertible and a coupe,
this concept has become an asset, not a
liability. This is the convertible for
coupe lovers. While the 911s mechanical madness ensues around you, the
cabin foods with midday sunshine, yet
its also calm and draft-free. Thats the
Targa magic.
07 . 2015 . 79
By Christopher Nelson I
Photography by Robin Trajano
verything ends eventually, but were still caught

of guard by landscape-shifting momentswhen
inextricable ties break, when a fairy-tale romance
fades, or when a raging rivalry fickers.
Just after Subaru pulled back the sheets on the
all-new 2015 WRX STI at last years Detroit auto
show, Mitsubishi announced it would be ending
production of its Lancer Evolution after the 2015
model year, capping the quarter-century runof with a small-batch, Japanonly Evo X Final Edition. The long-burning fre between the STI and Evo,
both more capable than ever, wont be stoked, marking the end of a brawl that
spilled onto our shores at the start of the new millennium.
We brought these bitter rivals together for a bittersweet goodbye and ended
up asking ourselves the same question over and over again: What happens to
the WRX STI when the Lancer Evolution bows out?
80 . 07 . 2015
EVO & STI
one
When Mitsubishi kills its Lancer Evolution,

what happens to Subarus WRX STI?
One hasnt ever had to live without the

other. Both came to life in the early
1990s, when Mitsubishi and Subaru
competed in the World Rally Championship, and have nipped at each others
heels ever since. The two were cut from
the same gritty, oil-stained cloth and
launched at about the same time after
Mitsubishi and Subaru tossed out their
big, heavy, all-wheel-drive WRC cars
the Galant and the Legacy, respectively
in favor of smaller, lighter carsthe
Lancer and Impreza.
To both meet Group A homologation
requirements and build up the new
Lancers rally-tough persona, Mitsubishi
quickly launched the Evolution, a 250-hp
production version of the Lancer. The
frst 2,500 Evos sold in three days, so the
company built another 2,500 to meet
the high demand. Subaru picked up on
without the other

07 . 2015 . AUTOMOBILEMAG.COM . 81
USING
SALES AS TEA
LEAVES
When Mitsubishi fnally

brought the Lancer
Evolution to the U.S., the
automaker was outselling Subaru by more than
165,000 units. But the Evo
sat in showrooms next
to discounted Lancers,
Eclipses, and other
vehicles aimed at frst-time
new car buyers with poor
or no credit, while the WRX
STI shared showrooms with
a regularly updated line of
successful, all-wheel-drive
crossovers that fostered a
faithful customer base.
Afer Mitsubishis U.S.
sales peaked at 345,111
units in 2002, they dropped
to 256,810 for 03, as
Subarus nudged up to
186,819. The easy credit
market began to default,
and Mitsus sales plunged
to 161,609 in 2004, while
Subies ticked up to 187,404.
The two never traded places
again. Subarus slightly
premium-priced lineup
allowed its parent company,
Fuji Heavy Industries, to
invest in new product, and
its North American-specifc
2008 Forester and 2009
Outback became unmitigated hits.
Cash-starved Mitsubishi
invested litle in its North
American product, cut
models, and found itself
competing unfavorably with
entry-level cars from Korea.
Its nadir came in 2009, at
53,986 units, of 44.5 percent that year, while Subaru
was up 13.4 percentthat
years only gainer among
mainstream brandsto
216,652. Last year, Mitsubishis sales crawled back up
to 77,643, while Subarus
breached a half-million,
at 513,693.
Neither the Mitsubishi
Lancer Evolution nor the
Subaru WRX STI had anything to do with this, but the
fate of respective volume
models has determined the
future of these street-rally
halo cars. There is money
lef only for the WRX STI.
TODD LASSA
82 . 07 . 2015
that success and debuted its Impreza WRX

STI in 1994, just as the second-generation
Evolution arrived. (Mitsubishi sold 5,000
Evo IIs in less than three months.) Customer demand for the WRX STI wowed
Subies performance limb, Subaru Tecnica
International; the automakers Mitaka
factory couldnt meet demand. Subaru did
a rapid-fre series of updates to the STIs
blueprinted fat-four until it made 275 hp
and 235 lb-ft of torque, making it more
than a match for the Mitsubishi.
Its a nonstop
game of cat
and mouse with
these two. One
corner, the WRX
STI has the
edge. The next,
the Evo does.
They go blow for
blow, tit for tat,
mile afer mile.
BREAD-AND-BUTTER LANCER
SALESEVO INCLUDEDWERE
DISMAL, PROMPTING MITSUBISHIS
2014 DECISION TO END THE EVO
LINE AND FILL THE SHOWROOMFLOOR VOID WITH AN ONSLAUGHT
OF ECO- AND FAMILY-FRIENDLY
HATCHES AND PLUG-IN
CROSSOVERS.
Scottish rally hero Colin McRae soon

climbed into an STI rally car, Finnish
shoe Tommi Mkinen strapped into an
Evo, and the two created a spectacle that
helped overseas sales blossom. We
watched from afar as the rivalry turned
cutthroat, and the cars went wheel to
wheel for the next several years, progressing through successive versions as
the war intensifed.
The fght fnally trickled into America
in 2001 when Subaru debuted its 227-hp
Impreza WRX. Mitsubishi put the
Lancer on sale the following year and
then, in 2003, just days after it debuted
its 271-hp, eighth-generation Lancer
Evolution at the Los Angeles Auto Show,
Subaru revealed its 300-hp WRX STI at
the Detroit auto show. Both cars looked
brash, ofered performance well beyond
their price tags, and were ours to enjoy.
Finally. In our frst head-to-head review,
we wrote, The STI is arguably more
complete than any race-bred road car in
history, and its owner needs to make very
few sacrifces to enjoy it. But if the point
of these cars is to serve the most committed and crazed of wheelmen, then the
Evo has the edge. Its raw. Its punishing.
Subsequent comparisons of the STI
and Evo churned out conficting conclusions as well, which didnt surprise us
since both cars ofered similar, versatile
performance but had diferent personalities. Declaring a clear victor became
nearly impossible as the rivals evolved.
A ninth-generation Evo preceded an
all-new WRX STI, and two diehard
factions of fans prayed the cars would
trade punches forever.
We didnt fret over Mitsubishi leaving
the increasingly stringent and expensive
WRC before the 2006 season. It not only
JAMES CLAY
FOUNDER/OWNER, BIMMERWORLD
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EVO & STI

THE SPECS
2015 SUBARU
WRX STI
PRICE:
$35,290/$35,639
(base/as tested)
ENGINE:
2.5L turbocharged DOHC
16-valve fat-4/
305 hp @ 6,000 rpm,
290 lb-f @ 4,000 rpm
TRANSMISSION:
6-speed manual
LAYOUT:
front-engine, AWD sedan
EPA MILEAGE:
17/23 mpg city/hwy
SUSPENSION F/R:
Inverted strut-type,
coil springs/control arms,
coil springs
BRAKES: Vented discs
TIRES: 245/40R-18
Dunlop Sport Maxx
L x W x H:
180.9 x 70.7 x 58.1 in
WHEELBASE: 104.3 in
WEIGHT: 3,367 lb
WEIGHT DIST. F/R:
59/41%
0-60 MPH: 4.6 sec
1/4-MILE: 13.1 sec @
104.4 mph
said it hoped to return after a couple of

years, the automaker brought out an allnew, 10th-generation Lancer Evolution
during its time away. Why build an allnew Evo and not race it? Then Subaru
quit the WRC too, just three years after
Mitsubishi, pointing its fnger at a feeble
economy. As the recession worsened,
Subaru focused wholly on its popular,
large-margin commodity cars and held
of on major changes to the STI. Mitsubishi also stunted Evo development but
had no real stable of moneymaking mainstream cars to tend to. Subaru survived
the fscal fallout. Mitsubishi did too, but
it took a thrashing.
Bread-and-butter Lancer salesEvo
includedwere dismal, prompting the

automakers 2014 decision to end the Evo
line and fll the showroom-foor void
with an onslaught of eco- and familyfriendly hatches and plug-in crossovers.
Subaru, on the other hand, is fush and
ready to food Subaru Tecnica International with cash so that its skunkworks
can further develop the WRX STI.
The WRX STI goes forth in a shifting
market, one where all-new competitors,
such as the 320-odd-hp Ford Focus RS,
will likely be cushier, mellower, and
more approachable. But we dont expect
Subaru to shave of the STIs 5 oclock
shadow or round out its rough edges just
yet. When the next-generation WRX STI
Say your
goodbyes to
the Evo. Its sad
watching the
sun set on this
saga, but were
excited to see
whats ahead for
the Subaru
WRX STI.
2015
MITSUBISHI
LANCER
EVOLUTION MR
PRICE:
$39,805/$41,805
(base/as tested)
ENGINE:
2.0L turbocharged
DOHC 16-valve I-4/
291 hp @ 6,500 rpm,
300 lb-f @ 4,000 rpm
TRANSMISSION:
6-speed dual-clutch
automatic
LAYOUT:
front-engine, AWD sedan
EPA MILEAGE:
17/22 mpg city/hwy
SUSPENSION F/R:
Inverted strut-type,
coil springs/multilink,
coil springs
BRAKES: Vented discs
TIRES: 245/40R-18
Yokohama Advan A13
L x W x H:
177.0 x 71.3 x 58.3 in
WHEELBASE: 104.3 in
WEIGHT: 3,613 lb
WEIGHT DIST. F/R:
57/43%
0-60 MPH: 5.1 sec
1/4-MILE: 13.8 sec @
99.7 mph
comes aroundand it will come around

its engine should be more powerful than
todays engine, and its chassis should be
more capable than ever.
No matter how accomplished the WRX
STI becomes, it will likely never have a
more entertaining sparring partner than
the Lancer Evolution. Say the name of one,
and youll always think of the other. We too
hoped the rivalry would never end but
knew full well it would. While the Lancer
Evos run ends here, the road ahead is wide
open for the WRX STI.
What will the super Subie become?
Were excited to see, even if it happens in
an Evo-less future.
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Upshift
FOUR SE ASONS WRAP / ALFA ROMEO SPIDER /
AUCTIONS / C AMARO DRAWINGS
Kickin it old school, livin

for the present
he wagons heyday has come and

gone, along with vinyl records,
Saturday Night Live, and Prince.
Yet these former industry royals
refuse to disappear despite the powerful forces
of time edging them to the fringes of relevancy.
Volvo knows that crossovers and SUVs such as
its new XC90 are the way of the future, but it
went ahead and introduced the 2015 Volvo V60
wagon anyway. The Swedish brands nostalgic
stubbornness proved to be to our advantage
we spent 23,354 miles living the wagon life, and
were pleased to report that it lived up to the
reputation Volvo built back in the glory days of
rear-facing seats. But the best news is that with
the V60s next-generation powertrain and
fresh-faced looks, kickin it old school doesnt
mean living in the past.
Although the V60 succeeds in manifesting
familiar Volvo traits of simplicity, utility, and
comfort, we found the wagon to be less of a
throwback than its body style suggests. For
starters, its sleeker and sharper-looking than
any of the endearingly practical boxy Volvos
that college students have been inheriting for
the past three decades. We still appreciate the
basic anti-styling of those old wagons but love
the luxurious image that the V60s striking
metallic red paint, graceful body lines, and
vertical taillights project. Our Volvo V60 was
equipped with a $1,500 Sport package, which
includes a stifer suspension and shift paddles,
as well as 18-inch, multi-spoke aluminum
wheels that add a dramatic, modern fair.
FOUR SEASONS WRAP | BY ERIC WEINER
2 0 1 5 V O LV O V 6 0 T 5
P H OTO G R A P H Y B Y PAT R I C K M . H O E Y
07 . 2015 . 87
Upshift
Daily news editor Joey

Capparella noticed the contrast
with old Volvo wagons frsthand,
on a long-distance road trip to his
hometown of Nashville, Tennessee.
(Shocker: The station wagon went
on a whole lot of vacations.)
Theres a healthy crop of
charming yet staid Volvo wagons
puttering around my parents
neighborhood, Capparella said.
But Volvo is now competing in a
diferent price class than it used to.
The V60s fner sense of style and
luxury doesnt ft the more
durable, workaday stereotype that
people have about the brand.
This progress is also evident
inside the 2015 Volvo V60, where
one fnds nice materials and the
clean elegance of a Scandinavian
living room. The cushy sport seats,
trimmed in rich Beechwood
leather, won the most praise.
Swedish furniture rules, Detroit
bureau chief Todd Lassa said.
These bottom-huggers just might
be the best in the business. With
the perfect balance of supportive
bolstering and soft, comfortable
leather, the seats are perfectly
suited to long hauls and spirited
driving alike. The cabin is bright
and airy, thanks to a sunroof thats
standard on the Premier Plus trim.
The infotainment system relies on
a dumpy and dated-looking screen
that hasnt changed since the
current S60 arrived in 2011, but it

works just fne and incorporates
a useful rearview camera.
Otherwise, the neatly housed
center stack features user-friendly
buttons and knobs.
Theres clearly a lot of luxury
and style for $40,825. But there
isnt a ton of equipment. When
winter rolled around, the logbook
overfowed with dogged
complaints that a $40,000 Volvo
station wagon could lack heated
seats. The full $1,550 Climate
package that we declined adds
Volvos boxy
professor-mobiles
of yore have charm,
but our V60s tasteful
design is more
snazzy blazer than
chalk-stained
sport coat.
Despite its
Spalding-orange
color scheme,
we grew to enjoy
the V60s lovely
cabin during its
various interstate
road trips.
88. AUTOMOBILEMAG.COM . 07 . 2015
RUNNING COSTS
MILEAGE:
23,354
WARRANTY:
4-yr/50,000-mile bumper-to-bumper
4-yr/50,000-mile powertrain
12-yr/unlimited-mile corrosion
4-yr roadside assistance
SCHEDULED MAINTENANCE:
9,865 mi: Oil change, oil flter and
gasket replaced, $0
20,266 mi: Oil change, oil flter and
gasket replaced, cabin flter
replaced, tire rotation, top of fuids
(coolant, power steering fuid,
washer fuid, brake fuid), $0
WARRANTY REPAIRS:
13,227 mi: Replace cracked
vacuum hose
RECALLS:
None
OUT-OF-POCKET:
10,576 mi: Purchase, mount, and
balance Bridgestone Blizzak WS80
winter tires, $893.16
11,642 mi: WeatherTech DigitalFit
FloorLiner Mats, front and rear,
$179.90
21,229 mi: Reinstall Continental
ContiProContact all-season tires,
$156.00
FUEL CONSUMPTION:
EPA city/highway/combined
25/37/29 mpg
Observed: 26.9 mpg
COST PER MILE:
(Fuel, service, winter tires) $0.17
($0.74 including depreciation)
TRADE-IN VALUE:
$27,900 *Estimate based on
information from Intellichoice.com
FOUR SEASONS WRAP
PROS & CONS
Comfortable seats for

commuting or long trips
Crossover-like utility with
car-like handling
Stylish, and not just for
a wagon
Feels incomplete without

climate package
Disappointing highway
fuel economy
Dated infotainment
screen
heated seats front and rear, a

heated steering wheel, heated
windshield washer nozzles, and a
heated windshield. Even if thats
too much coin to swallow, its at
least worth spending the $500 for
the stand-alone heated seats to
avoid constant whining from
cold-bummed passengers. We also
went without the navigation
($2,105) and blind-spot monitoring
packages ($1,400), both of which
would have ft the V60s identity
as a safe and forward-thinking
modern family car.
On the other hand, we did not
regret ordering our V60 with its
standard engine, a turbocharged
four-cylinder. Volvos new,
fuel-efcient Drive-E engine is
well worth the wait it took to enter
production, even if its only
available with front-wheel drive
for now. The 240-hp, 2.0-liter
turbo-four mates seamlessly with
an eight-speed automatic
transmission, a combination thats
every bit as refned as what BMW
serves up in the 3 Series. The
eight-speed, which seemed to
anticipate our every move, has
intelligently spaced gearing to
make the most of its wide ratio
spread. We loved the engines
quick and punchy power delivery
around town and its buttoneddown demeanor on the highway.
PRICES &
EQUIPMENT
Daily news editor Jake Holmes

found the V60 to be a spectacular
cruiser on his trip to Michigans
famed Sleeping Bear Dunes.
The V60 is so calm and quiet that
even at 65 mph, my dogs heavy
panting was the only thing
drowning out the gentle tick-ticktick of my watch.
However, even on our best
behavior, we were stumped by the
EPAs fuel economy ratings, which
were difcult to replicate in
real-world driving. We averaged
27 mpg overallshy of the EPAs
estimated 29-mpg combined
rating. Even our best highway tank
topped out at only 33 mpg, well

short of the EPAs 37 mpg rating.
On the upside, we could
occasionally cruise for more than
500 miles on the highway without
flling up the wagons generous
17.8-gallon tank.
The Volvos range wasnt the
only thing that made it a staf
favorite for weekend getaways to
Chicago; northern Michigan;
Columbus, Ohio; New York;
Milwaukee; and Bowling Green,
Kentucky. The cars classic
combination of generous storage
capacity, pleasant driving
dynamics, and confdence-
STANDARD
EQUIPMENT
17-inch aluminum wheels;
halogen headlights; LED
running lights; cruise
control; Bluetooth audio
and phone connectivity;
auxiliary audio jack; 12-volt
power outlet; USB port;
power sunroof; power front
seats; power-folding rear
head restraints; SiriusXM
satellite radio with 6-month
trial subscription
OUR OPTIONS
Premier Plus ($2,550),
including Beechwood
leather-trimmed seats;
auto-dimming rearview
mirror; power-folding
exterior mirrors; keyless
entry and ignition, roof rails,
rearview camera;
grocery-bag holder
Flamenco Red metallic
paint ($550)
Sport package ($1,500),
including paddle shifers,
dynamic chassis, sport
seats, 18-inch
aluminum wheels
O R C H A R D (L E F T ) : J O S E P H D E M AT I O ; C O M PA R I S O N S H OT S (L E F T ) : J O E Y C A P PA R E L L A ; C A R G O A R E A : C H R I S N E L S O N
07 . 2015 . 89
Upshift
FOUR SEASONS WRAP
2015 VOLVO V60

T5 DRIVE-E
STAR RATING:
inspiring solidity (the doors would

feel at home on a bank vault) is still
a winning one in our eyes, even as
comparable crossovers become
better and better each year. Utility
never goes out of style, after all,
and the V60s wide tailgate
opening and low liftover height
still reign supreme. We thought the
Volvos optional sport suspension
and bigger wheels might
compromise the ride quality wed
want from a family wagon, but the
balance proved to be just right.
Man, this thing tracks like a
champion on the freeway, senior
editor David Zenlea said. The V60
stays frmly planted in the
sweepers and is agile during quick

lane changes, yet it remains
comfortable enough for passengers
to nod of while listening to NPR.
One of the reasons you still see
tons of old Volvos around is that
theyre resilient, and our 2015
Volvo V60 was no diferent. It only
required one repair, a cracked
vaccuum hose that was replaced
under warranty. And even with all
of its long-distance duties, the
wagon held up to the rigors of the
Four Seasons test. Bridgestone
Blizzak WS80 tires from Tire Rack
kept us trudging through yet
another unforgiving Michigan
winter. The four-cylinder, as noted,
PROFILE: SANDON VOELKER
is only ofered with front-wheel

drive. Nevertheless, we regularly
whooshed past SUVs at 50 mph
as they crawled through the snow
on all-seasons at about 20. Those
who want the greater capability
of all-wheel drive must opt for
Volvos aging turbo fve- or
six-cylinder engines, which pair
with a six- rather than eightspeed transmission. Indiferent to
the harsh impacts of deteriorating
roads, the Volvos interior
remained rattle-free. The only
sign of wear was on the drivers
seat, where the leather developed
some slight creases from repeated
ingress and egress.
The masses will likely keep
buying crossovers. Volvo gets
this, and has introduced the
higher-riding V60 Cross
Country, with cladding and
standard all-wheel drive.
A year with the 2015 Volvo
V60 nonetheless reafrms why
we still love wagons. Theres still
a place in this world for a
high-quality, smooth-driving
family wagon, and if executed
properly, there might be in the
future as well. Old school can
eclipse new cool when the
conditions are right, so until that
time comes, youll fnd us
stubbornly jamming out to
Purple Rainon vinyl.
BASE PRICE:
$36,225
AS TESTED PRICE:
$40,825
ENGINE:
2.0-liter DOHC 16-valve
turbocharged I-4/
240 hp @ 5,600 rpm,
258 lb-f @ 1,500-4,800 rpm
TRANSMISSION:
8-speed automatic
LAYOUT:
front-engine,
FWD wagon
EPA MILEAGE:
25/37/29 city/hwy/cmb
SUSPENSION F/R:
Strut-type, coil springs/
multilink, coil springs
BRAKES F/R:
Vented discs/discs
TIRES:
235/40R-18 Continental
ContiProContact
L x W x H:
182.5 x 73.4 x 58.4 in
WHEELBASE:
109.3 in
HEADROOM F/R:
38.7/37.6 in
LEGROOM F/R:
41.9/33.5 in
SHOULDER ROOM F/R:
57.0/55.2 in
CARGO CAPACITY:
43.8 cu f
WEIGHT:
3,527 lb
WEIGHT DIST. F/R:
61.0/39.0%
0-60 MPH:
6.3 sec
60-0 MPH:
103 f
MILE:
14.9 sec @ 92.4 mph
SKIDPAD:
0.89 g
Neither rough
road nor nasty
salt could throw
our V60 of
its game.
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Upshift
I T H E I N F O : YEARS PRODUCED: 1966-1994 I NUMBER PRODUCED: 124,104 I ORIGINAL PRICE: (1974 SPIDER
have this rule about

driving convertibles
with the top up. I
simply dont do it. If
the weathers so awful
that a vinyl roof will
make a big diference
in comfort, I leave the
car in the garage. Thats why my dad
was laughing so hard when I arrived
at his house in Phoenix after a drive
from Los Angeles one Christmas.
The thermometer read 32 degrees,
and the tonneau cover concealing
my unused softtop was encrusted
with ice. So was I.
What I wasnt about to tell my
father was that in the cruel
stop-and-go trafc trying to escape
L.A., I lost frst gear when the
linkage went out of adjustment.
Shortly after, I lost second gear, too.
I made it across the chilly desert
P H OTO G R A P H Y BY J U L I A L a PA L M E
that night by promising my little car

a transmission rebuild if we ever
managed to get back home, which
we did eventually.
I bought my Spider years ago
from a friend. When I saw it for the
frst time, a tingle went up my spine
all the way to the top of my head.
Silver skin stretched over a low, long
spaceship. The steeply raked
windshield made it look fast even
while parked, and the plexiglass
Carello headlight covers rounded
out the nose. I slipped into the
drivers seat behind the elegant
wood-rim steering wheel, and my
right hand instinctively grabbed the
shift lever. The shift knob carries a
cloisonn badge of the Alfa crest,
which depicts a dragon (some say
snake) consuming a male unbeliever.
Pininfarina styled the all-steel
unibody Spider to slip through the
wind. The carrozzeria also built

the bodies and assembled the car.
Just like the Porsche 911 of the
same era, the Alfa Romeo Spider
evolved in specifcation as
carburetors were supplanted by
fuel injection and slim chrome
bumpers were replaced by large
rubber cushions, yet the same
classic specifcation and shape
always remain identifable. Each
generation of the car enjoys a
1966-1994
ALFA ROMEO SPIDER
Like a Miata, only it comes attached

to a vacation in Italy
VELOCE 2000) $6,550 (NADA) I VALUE TODAY: $20,700 (NADA AVG. RETAIL)
healthy fan base: Duetto, Veloce,

Junior, Aerodinamica,
Quadrifoglio, and the Series 4.
My 1974 Spider Veloce 2000 is
one of about 35,000 produced
from 1971 to 1982. The classic
2.0-liter twin-cam Alfa engine puts
out only 129 hp and 130 lb-ft of
torque, yet this is more than
enough with only 2,292 pounds to
move. The car gods are fast at
WHY BUY?
Alfa twin-cam
is classic Italian
engineering at
a time when
American
and British
inline-fours
were horrors.
work engraving the headstone for

the manual transmission, but what
makes the Spider so exciting is
that its a shifty. I listen for the top
of the engines rev range and then
slam the crisp mechanical
transmission linkage into the next
gear. Sometimes Im Dustin
Hofman in The Graduate
(1967), sometimes Im Michelle
Pfeifer in Tequila Sunrise
(1988), and sometimes Im
COLLECTIBLE CLASSIC | KARA SNOW
Angelina Jolie in Gia (1998), all

famous cinematic examples of
Spider enthusiasm.
The Alfa Romeo Spider also
speaks to me of Italian culture. My
frst car was actually a scooter
a blue 1959 Vespa rebadged by its
Sears sales outlet as an Allstate. I
bought it in 1985, back before
replacement parts were a simple
mouse click away, so I always opted
to fx it myself. The necessity of
Now that Alfa Romeo has

returned to the U.S. market,
there are more reasons than
ever to embrace this classic
convertible of the 60s and
70s. Middling examples of
this refned, well-equipped
car can be had for less than
$10,000, and most major
urban areas have Alfa
Romeo repair shops. With a
growing pool of Alfa Romeo
owners in the U.S., values
for the Spider also might
rise. Although the Spider is
spirited like a Miata, this is
actually a larger, more
substantial car than the
Mazda. And theres more
style and charm in its front
badge than any stufy,
overpriced Austin-Healey,
MG, or Triumph. Alfas are
robust and reliable when it
comes to the mechanical
hardware, and they do not
seem as susceptible to rust
as Fiats or Triumphs of the
same era.
THE SPECS
1974 ALFA ROMEO
SPIDER VELOCE 2000
Spider sets the

standard in
cockpit style,
but watch out
for the bus-type
steering wheel.
ENGINE
2.0L DOHC 8-valve I-4/
129 hp @ 5,800 rpm,
130 lb-f @ 3,700 rpm
TRANSMISSION
5-speed manual
DRIVE
Rear-wheel
FRONT SUSPENSION
Control arms, coil springs
REAR SUSPENSION
Live axle, coil springs
BRAKES
Discs
WEIGHT
2,292 lb
working on my own scooters

eventually led me to opening my
own shop (with a partner), which
is dedicated to vintage Italian
scooter repair and restoration. Our
shop is packed with classic Italian
stunnersVespas, Lambrettas, and
even a Benelli motorcycle. Just like
a scooter, my Alfa Romeo Spider
Veloce 2000 is simple and
timelessly elegant. And just like
a scooter, most repairs and
maintenance can be done in the
driveway. For instance, I replaced
the Spiders stock Spica fuelinjection system with twin
Italian-built Weber carburetors in
an afternoon.
The Spider adds a little Italian
sophistication to everyday life.
Rare are the days one can cruise
the sun-dappled country roads of
Tuscany or visit Verona for
espresso and biscotti at a posh
outdoor bistro. Yet I can wrap my
head in a diaphanous scarf, don
sunglasses and driving gloves, and
stomp on the gas pedal with a
Prada stiletto, transforming the
mean L.A. streets into an Italian
daydream. Youll get no such
experience in a Mazda Miata.
The Alfa Romeo Spider is the
car you dream of driving when
youre 15. Its also the car you wait
until 50 to actually own because
its too expensive for young
drivers, too impractical for
families, and too selfsh when you
have more than one friend who
needs a ride. But once you hit the
age of What happened to my
youth? such reasons no longer
matter. Its dream-fulflling time.
This isnt the frst Alfa Ive owned,
and it certainly wont be the last.
Well see how our new Four
Seasons Alfa 4C measures up
against my 1974 Spider.
07 . 2015 . 95
Upshift
SCOTTSDALE AUCTIONS, SCOTTSDALE, ARIZONA | JANUARY 15-17, 2015 | B Y D A V E K I N N E Y
Feature
Car
BONHAMS/PAWEL LITWINSKI
1978
Maserati Bora 4.9
Sold at $132,000
S/N AM 117/49-US 960
RED OVER BLACK LEATHER
S/N 74/3814R
MAROON OVER BLACK

vinyl interior. 105-hp, DOHC,
1.6-liter inline-four; four-speed
manual transmission. A wellpresented example with very
good paint and brightwork.
Excellent interior. This mid-engine
car with its backbone-type frame
and fberglass body was
equipped for production with a
Renault 16 engine at its
introduction in 1966. The Ford
Twin Cam engine was introduced
THE STORY BEHIND THE SALE:

Repainted red over
what appears to be
the original yellow,
this statement
from the Bonhams
catalog says plenty:
During its long
storage, this
handsome
automobile became a
home to rodents,
refected by some
obvious damage to
the interior, portions
of which will need to
be repadded and
reupholstered. The
felt engine cover has

sufered damage as
well. The cars
engine was found to
still be in running
condition. Because of
its lengthy period of
inactivity, though,
this Bora will require
a thorough
recommissioning of
its hydraulic systems,
and replacement of
consumable items
such as tires, belts,
hoses, and other
rubber components
a comprehensive
mechanical going
over will be required
before use. Got that?
Its basically saying
buyer beware in
the most polite way
and telling you that
you are purchasing
the right to spend
more money.
The new owner
will have some
challenges, as
external damage is
often accompanied
by hidden damage.
While Mickey and

Minnie feasted on
expensive interior
bits, their kids might
have decided that
exotic Italian wiring
is what tastes best.
At the price paid,
someone appears
to be betting that
the Maserati Bora
in all its examples
is currently
underpriced. The
answer, as they say,
is blowing in
the wind.
1974
Lotus Europa
Twin Cam Special
Sold at $33,000
1989
Porsche 911
Carrera Speedster
Sold at $209,000
in 1971, and the big-valve

Twin Cam came on stream
shortly afer.
About 9,230 Renaultpowered Europas were built
between 1966 and 1971, and some
4,950 Ford-powered cars were
built between 1971 and 1975. Of
the Ford cars, 3,130 were big-valve
Specials introduced in 1972, and
these defne the most desirable of
Colin Chapmans atempt to build
a mid-engine car in large volume.
This many years later, a nice Lotus
Europa tends to be tough to
fnd. This one at Gooding and
Company was worth a top-ofthe-market price.
to the U.S., persuaded

Porsche to bring the frst
Porsche 356 Speedster to
America in 1955. It was
a less is more exercise, so
a lightweight de-contented model
could be sold at a lower, more
popular price. When the Porsche
911 Speedster came to America,
it also was lightweight and
de-contented, but the special high
price was meant to be a revenueenhancer for the factory. Less is
more also now means something
diferent for a Porsche on the
auction circuit than it did in the
1950s, as this sale at Gooding and
Company shows us.
S/N WP0EB0918KS173249
GRAND PRIX WHITE OVER

red leather interior. 217-hp, SOHC,
3.2-liter fat-six; fve-speed manual
transmission. One of 2,014 made,
some 823 of which were sold in the
U.S. market. Very nice paint and
trim; clean throughout with some
light interior wear. Every 1989
Carrera Speedster had a Turbospec chassis, but only 159 had
Turbo-look bodies.
Max Hofman, the Austrian-born
importer of many European brands
LOTUS, PORSCHE: GOODING & COMPANY/BRIAN HENNIKER
interior. 320-hp, DOHC, 4.9-liter V-8;

fve-speed manual transmission. Just
a fair quality paint re-spray; good
stainless trim, good glass. Complete
but tired. Yellow foam is exposed at
the leather seams of the upholstery;
the interior has a distinctive,
unappealing odor. One of just 564
Maserati Boras (also known as Tipo
117) made between 1971 and 1978.
Designed by Giorgeto Giugiaros
Italdesign, the unibody Bora also
was built by Italdesign. Although
Lamborghini names cars afer
fghting bulls, Maserati named many
of its cars of this era afer winds, such
as the Mistral. The Bora was named
for northeasterly maritime winds that
blow of the Adriatic coast of Italy,
so now you know.
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R
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LOT 69080 shown

69030/69031/47737
LIMIT 1 - Save 20% on any one item purchased at our stores or HarborFreight.com or by calling
800-423-2567. *Cannot be used with other discount, coupon, gift cards, Inside Track Club
membership, extended service plans or on any of the following: compressors, generators, tool
storage or carts, welders, oor jacks, Towable Ride-On Trencher, Saw Mill (Item 61712/62366/67138),
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$9
99
149
REG.
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2199
27 LED PORTABLE
WORKLIGHT/FLASHLIGHT
LOT 67227 shown
69567/60566/62532
LOT 92655 shown

69688/60771
SAVE
$45
1250 lb.
Capacity
WOW SUPER44CO",IAL13UPDRQUONAWALITYER
INDUSTR
ROLLER CABINETn
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6499
330
Weighs
245 lbs.
LOT 68784 show

69387/62270/62591
99
$369 99
$
REG. PRICE $109.99
SUPER COUPON
OW
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PUMP 1.5 TON
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LOT 69252/60569
shown
62160/62496/62516/68053
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LOT 61307
61971/61972
98199 shown
8499
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LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount
or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.
Non-transferable. Original coupon must be presented. Valid through 9/29/15. Limit one coupon per customer per day.
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one coupon per customer per
or coupon or prior purchases n must be presented. Valid through 9/29/15. Limit
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$
LOT 62392
69597/61196
38846 shown
1999
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UY
1968
Toyota Corona
Sold at $11,500
1966 Ferrari
275GTB Competizione
Sold at $9,405,000
1984
Audi Sport Quatro Coupe
Sold at $401,500
1989
Lamborghini LM002
Sold at $170,500
S/N RT52-34840
S/N 09079
S/N WAUZZZ85ZEA905147
S/N ZA9LU45A6KLA12156
YELLOW OVER BLACK
ROSSO CHIARO OVER BLUE
WHITE OVER GRAY
RED OVER BLACK
vinyl interior. 90-hp, OHV, 1.9-liter

inline-four; two-speed automatic
transmission. Good paint, decent
chrome; the interior looks to be all
original. The Toyoglide two-speed
automatic was introduced in 1968 by
this car. The third-generation Corona
(1964-70) could achieve 25 mpg
and also reach 90 mph, yet it also
comes from a time when the name of
Toyota was barely known in America.
What once was disposable now
becomes sought afer. When this
Toyota Corona was new in 1968, it
most likely was bought by someone
looking for cheap, reliable
transportation. The Bonhams buyer
is probably not concerned about the
mpg but instead wants something
reasonably priced that will turn
heads at a collector car show.
Mission accomplished with this
former grocery-geter.
cloth interior. 320-hp, SOHC, 3.3-liter

V-12; fve-speed manual transmission.
Ex-Scuderia Filipineti race team, it
was a winner in the GT class at the
1967 24 Hours of Le Mans and also
won its class at Imola and Spa. Now
rebuilt in period-correct specifcation
and certifed by Ferrari Classiche
(the Ferrari factorys stamp of
approval), this right-hand-drive cars
eligibility is assured for concours and
vintage motorsports events around
the globe.
The price estimate was provided
only on request, which always
means expensive. As the subject of
its own 36-page sub-catalog for
Bonhams, this is an important
Ferrari. Its a part of the companys
success in motorsports during an
era in which you could drive some
cars right of the street and onto the
track, then drive home aferward.
leather and cloth interior. 302-hp,

turbocharged, DOHC, 2.1-liter
inline-fve; fve-speed manual
transmission. All-wheel drive. Very
good paint with few visible faws.
One of a reported 214 examples
built for homologation as a Group B
car for the FIA World Rally
Championship, this car saw use only
on the street. The Sport Quatro was
never ofcially sold by Audi in the
U.S., but as it is now more than 25
years old, it can be legally imported.
With fewer than 5,200 miles, this
Quatro Coupe has had just two
owners from new, both in Japan. This
Sport version is shortened 12.6
inches from the standard, and it is
notoriously tricky to drive. It is fast,
however, and can reach 60 mph in
4.8 seconds. In 10 years, this hefy
price at RM Auctions/Sothebys will
seem like an absolute giveaway.
leather interior. 444-hp, DOHC,

5.2-liter V-12; fve-speed manual
transmission. Four-wheel drive.
Overall good cosmetics, but paint
faws are visible. Driven and used but
not visibly abused. Just 18,000 miles
and just two owners from new.
Looking for something a bit
diferent and a Hummer just wont
do? The Lamborghini LM002
Rambo Lambo is the SUV for you.
Sometimes called a Moo2, this
outrageous truck carries a 76-gallon
fuel tank. It needs it cause the V-12 is
good for just 8 mpg. About 350 or
fewer of this Lambo, designed as a
military-style vehicle for oil
exploration in the desert, were
made. Be part of an exclusive
groupown the Lamborghini that
makes other Lambos look positively
normal. Well, almost normal. Market
price at RM Auctions/Sothebys.
S/N 875423
COTSWOLD BLUE OVER

dark blue leather interior. 265-hp,
DOHC, 3.8-liter inline-six;
four-speed manual transmission.
A top-quality restoration on a very
durable, frst-year fat foor
E-type. Excellent paint and
chrome; evenly located shut lines
in the hood, doors, and trunk. Very
good leather; the interior is as new.
Collectors tend to covet the
hard-to-fnd examples of any
object they desire, and this early
1961
Jaguar XK-E
Series 1
Sold at $363,000
1966
Shelby Mustang
GT350-H
Sold at $176,000
E-type from Gooding

and Companys auction
is no exception.
In addition to the fat
foors (later models have
dropped or carved-out foors
for more legroom), this Jaguar
has its louvers welded to the
hood instead of simply being
stamped into the sheetmetal.
Not a big deal, you say? Well,
perhaps not to most, but to some
these are bragging rights. This
Jaguar sold at an expected price,
and if it was even a bit later in the
E-types production series, the
price might have been tens of
thousands less.
In 1966 rent-a-car giant

Hertz combined forces with
Shelby to give the public
something a bit more than
the usual rental appliances found at
airports with the Shelby GT350-H.
Of course, the H stands for Hertz.
This model created such
legendary anecdotes about
rent-a-race-cars (17 cents per
mile/$17 per day) that Hertz did it
again on the cars 40th anniversary
with the 2006-2007 Shelby GT-H.
This 1966 GT350-H was said to
have been in one family for more
than 45 years. At $176,000, it
appears to be a good price for
both buyer and seller.
S/N SFM6S801
BLACK WITH GOLD STRIPES

over black vinyl interior. 306-hp,
OHV, 4.7-liter V-8; three-speed
automatic transmission. Very nice
paint and trim, great chrome;
all-original interior with no later
modifcations. Said to be an early
example of the 1966 GT350-H,
this Shelby shares many pieces
with the 1965 GT-350 (perhaps a
lefover?), or so states the catalog
from Gooding and Company.
Restored in 2009.
JAGUAR, MUSTANG: GOODING & COMPANY/BRIAN HENNIKER, MIKE MAEZ

TOYOTA, FERRARI: BONHAMS/PAWEL LITWINSKI. AUDI, LAMBORGHINI: RM AUCTIONS/SOTHEBY'S
TB
BEST
SCOTTSDALE AUCTIONS, SCOTTSDALE, ARIZONA | JANUARY 15-17, 2015
B ES
Upshift
BU Y
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July 2015 | Automobilemag.com
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Upshift
Non Sequitur
IT ALWAYS STARTS WITH A SKETCH

Five generations of the Camaro, drawn out
2a
2b
1. The idea for the Camaro surfaced at General Motors way back in 1956, when four enthusiastic insiders, including young designer Robert Cumberford,
drafed a leter proposing a four-seat coupe. The idea was roundly rejected, but once Ford proved the concepts viability with the spectacularly
successful Mustang, Chevrolets response rounded into form quickly, as this sketch from late 1964 illustrates. 2. Preliminary sketches of the secondgeneration Camaro, starting in 1966, (a) are excessively styled, much like the other muscle cars that appeared in the early 1970s. Under the infuence
of GM design chief Bill Mitchell, the design (b) became more streamlined, as indicated by this close-to-production rendering from 1968. 3. Designers
were told to come up with a front-wheel-drive ponycar before management decided it would be too costly a conversion. Fortunately, the sketch artists
never stopped drawing rear-wheel-drive Camaros. GM design boss Irvin Rybicki, who was deeply involved with the frst-gen Camaro, favored a sleek,
modern shape with a large glass tailgate. This sketch is by John Cafaro, now Chevrolets design director. 4. Tom Peters, now Camaro design director,
drew this futuristic rendering for the fourth-generation in 1985. The resulting car was perhaps too far out for buyers, who voted with their pocketbooks
for the more conventional-looking Mustang. 5. Few cars have made the leap from drawing to concept to production with as few changes as the ffhgeneration Camaro. This sketchs author, SangYup Lee, now works for Bentley. His latest work appears on page 22.
ILLUSTRATIONS COURTESY OF GM MEDIA ARCHIVE
102 . 07 . 2015
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make when buying a car. Love. Its what makes a Subaru, a Subaru.
Subaru is a registered trademark. *2015 Kelley Blue Book Brand Image Awards are based on the Brand Watch study from Kelley Blue Book Market Intelligence. Award calculated among non-luxury
shoppers. 2015 model-year vehicles projected cost to own for the initial five-year ownership period is based on the average Kelley Blue Book 5-Year Cost to Own data which considersdepreciation and
costs such as fuel and insurance. Vehicles projected resale value is specific to the 2015 model year. For more information, visit Kelley Blue Books KBB.com. Kelley Blue Book is a registered trademark
of Kelley Blue Book Co., Inc. Based on IHS Automotive, Polk U.S. Total Registrations MY2005October 2014.
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2015 Mercedes-Benz USA, LLC
For more information, call 1-800-FOR-MERCEDES, or visit MBUSA.com.

Automobile - July 2015 USA

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May 29TH July 5TH

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The Touring Superleggera

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The Bentley EXP 10 Speed 6

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The Asphalt Jungle

Noise, Vibration & Harshness

Who you think shouldve made The

A BRZ short of our dreams, but its

A 1966 Ferrari 275GTB Competizione

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