Elite Auto Rental Blog

The roar of the Hennessey-massaged Hemi fills the Dodge Magnum interior with frantic, hard-edged V-8 surround sound at the same time it trumpets its baritone song to any bystanders within earshot. The heavy-metal exhaust note is remarkable — literally remarkable — because when I stop, our photographer, David Dewhurst, is suddenly at the window waxing lyrical about it. We begin to wish we’d brought digital recording gear so we could put this stuff on www.CARandDRIVER.com.

That big voice emanates from an equally big 6.1-liter Hemi ripping up and down a pretty dusty airstrip in Southern California, recording acceleration runs with angry blasts of sound and energy. Traction is an issue here, so we’re leaving on the Electronic Stability Program (ESP). It seems to be happy allowing both rear tires to spin at the same speed, and refrains from chopping the power. But we aren’t entirely happy about it because the big BFGoodrich 295s on 11-inch-wide, three-piece wheels have a problem hooking up under the aggression of 520 horses.

You have to tip into the throttle progressively to get the car rolling, transferring the weight to the rear end, then go to full throttle when it feels like Mr. Goodrich has a grip on things. Even then, the power builds so suddenly it can snap those hoops loose and turn your ET into acrid tire smoke. So what else is new? With the horde of 500-plus-hp megacars streaming into the market these days, we test drivers live in search of traction.

This dusty strip is not ideal, but the Hennessey Magnum still clocks 12.9 seconds and 114 mph as it breaks through the quarter-mile. That’s 0.7 second and 8 mph quicker than the already-fast SRT8 Magnum we tested in September 2005, and it doesn’t quit there. The SRT500 reaches 130 mph 4.8 seconds before the stock car does and feels every bit that strong. The top-end thrust is intense and exhilarating, and the wagon pulls hard enough to trigger ESP intervention even at high speed as it encounters pavement seams and cracks. Clearly, there is more to be had here if we could just find some grip. But, hey, this is Southern California, where test facilities are few and far between, and where the winter season has been accompanied by high winds and plenty of dust.

Perhaps we should have gone to Houston, Texas, where John Hennessey builds his tuner cars. That’s where the development work was done on the 6.1-liter Hemi’s cylinder head, porting and polishing the various orifices. Intake-port flow, for example, increased from 300 to 345 cubic feet a minute. The compression ratio was bumped a tick higher to 10.5:1, and the valve retainers were replaced with titanium units.

To increase intake airflow, Hennessey employs a cold-air-induction system (available separately for $450). To provide exhaust gases with a similarly easy passage, the car wears a dual stainless-steel MagnaFlow exhaust system and 1.9-inch stainless-steel headers. The engine modifications add up to $9950, including installation, but the stainless header tubes are optional extras, said to provide an additional 20 horsepower, and they run another $2950.

You could stop right there and have a big-horsepower Dodge Magnum (or Charger, or 300C, or Grand Cherokee, or anything with the 5.7 or 6.1 Hemi) for about $13,000. But then you’d have to forgo the adjustable KW Variant 2 coil-over suspension kit that ties the car down just that bit tighter than the stock setup and drops the ride height 1.5 inches in front and an inch and a quarter in the rear. You’d save $2795 right there.

You’d also have to run the stock SRT8 wheels, too, and miss out on Hennessey’s 20-inch Venom 6R three-piece wheels and the BFGoodrich KDW2 tires that set the SRT500 apart from the dealer’s car. (The wheels are $4950, the tires $1650, mounted and balanced.) Would that really matter? In our view, not much. The car we drove recorded a slightly lower lateral-acceleration number than did the stock Magnum SRT8 we tested last fall (0.85 g versus 0.87) and took slightly longer to stop from 70 mph, too (174 feet versus 170).

Given the dusty conditions, we’d say the Hennessey car would likely improve slightly on both of those numbers in a stickier environment. But the original SRT8 is not short of dynamic potential as it comes. John Hennessey chose not to replace the stock vehicle’s Brembo brakes, and that’s a measure of how well the SRT8’s chassis was sorted for the stock 425-hp drivetrain.

Still, if you’re going to drop a wad of cash on your new baby to endow it with more than 500 horsepower, why stop there? If the $37,995 SRT8’s 425 horsepower isn’t enough for you, then the stock suspension and 20-inch wheels aren’t likely to be, either. Besides, other than producing some rubbing noise in hard right turns, the upgraded suspension and lower ride height didn’t seem to hurt the overall ride character too much. A short drive on mainly smooth surfaces suggested the SRT500 would retain a fair degree of everyday civility when on domestic duty.

The accurate and deliberately weighted steering felt as good as ever, and body motions were well snubbed. As usual with the SRT versions, the big wagon felt as wieldy and responsive as a much smaller car might. It would take some time to gauge just how much throttle one could exploit at corner exits, but until then it might be wise to have the ESP act as co-pilot.

As we expected, Dodge’s five-speed automatic has adapted to the pumped-up engine as if nothing had changed. Shifts were fast and positive, and kickdown response summoned big gobs of torque in lower gears with the same seamless action you’d anticipate from the stock vehicle. As long as the new power doesn’t outstrip the transmission’s torque limit, that’s how it should be.

What’s particularly appealing about Hennessey’s SRT500 conversion is that it’s simply an amplification of what was great about the 6.1 Hemi in the first place. Nothing feels and sounds quite like a brawny, naturally aspirated V-8 breathing through nice wide pipes. And we can’t think of a better covert hot rod than a Magnum, with its chopped greenhouse and pugnacious front end.

Then there’s that sound. Hear it once, and you’ll reach for your checkbook.

 THE Bentley Continental GTC is ridiculously big. It’s heavy, fast, comfortable, luxurious and thirsty. I could sum up the car in those few words, but that would be unfair.

Bentley have put so much effort into this car that to do so would be doing the company a great disservice. Every detail of the car has been thought out in such a way to make it as comfortable and luxurious as possible. But paired with a massive engine so it absolutely flies.

Ettore Bugatti – the man behind the exotic sports car marque Bugatti – once apparently said that Bentley do not make sports cars, they make very fast lorries. And you can see what he meant. This is undisputedly a very big car.

You know the sensation you have after seeing the outside of a car and then, after sitting inside it, you get the sense that it is roomier than its outward dimensions would suggest? That it feels something like Doctor Who’s Tardis and is bigger on the inside than outside? Well, this is the opposite. Outside it looks absolutely enormous, like a turbo-powered Scania 18-wheeler, but inside it’s more like a 2+2-seater coupe, or cabriolet.

There isn’t a massive amount of rear legroom. However, the inside is beautifully put together, all stitched leather and wood, along with silver buttons on stalks that look like church-organ stops to open and close the dashboard air-vents. It’s just a very nice place to be.

CLASSIC CHOICE

On first getting in the car I had a scoot around the air-conditioning and sat-nav functions to see how everything works, and then looked for a radio station to play some music through the sumptuous sound system. Capital Radio. Jangy indie band. Nope, that wouldn’t do it. Radio 2.

Sensible, Coldplay’s latest single. Nope,not that either. Classic FM? But of course. Some gently violin-based classical noodling absolutely fitted with the car. Anything vaguely poppy or indie would seem out of place, as incongruous as the Arctic Monkeys playing raucously at an historic gentlemen’s club such as White’s.

This car is selling a lifestyle just as much as a Ford or Volkswagen; it’s for someone who likes to go fast occasionally – it is after all frighteningly quick – but wants to be supremely comfortable at the same time.

The gorgeous interior makes for as stress-free environment as is possible – when you’re not worried that the sheer width of the thing means you’re going to clip parked cars – and the wall of acceleration and magnificent brakes mean it goes and stops perfectly.

But I was struck with the thought they might be trying to get the best of both worlds at Bentley. One faction are engineers who want to make a fast car. Another faction merely wants to make the most luxurious and beautiful car ever, the combined automotive equivalent of a warm bath, a massage, champagne and a gourmet meal. With Angelina Jolie.

In the interests of keeping the peace, the company created the Continental GTC, a car that is every bit as quiet and smooth as it can be loud and terrifyingly fast, with a gorgeous, deep engine note when you bury the accelerator and watch the scenery fly past at speed. And the petrol gauge head equally rapidly towards empty; at one point the onboard computer was showing a little over 11mpg.

But then, if you have £130,000 to spend on a car, perhaps mere trifles such as fuel consumption are not really going to trouble you.

There can be little debate that the current world-wide energy crisis is changing the automotive industry. Look no further than the 2008 Smart Fortwo Pure as proof.

The diminutive two-seater looks like something a dozen clowns would hop out of during the course of a circus more than something you would see putting around boulevards in Dallas or any other Texas city. However, with ever increasing consumer consciousness of emissions and increasing gas prices, super economy cars are actually gaining a foothold where Hummers and Navigators once roamed.

The 2008 Smart Fortwo Pure will seemingly stick to the gameplan of the prior models. You will still get the same 38 mpg and incredible “parkability.” However, the 2008 model will be a little more appointed in the luxury department (Smart cars are made by Mercedes after all).

But the real news coming out of Smart is that they plan on releasing an all-electric version of the Fortwo Pure. No official date has been set, but it looks like 2010 is the target.

The all-electric Fortwo Pure will reach maximum speeds of around 70 mph and travel a little over 70 miles on a single charge. A full charge will require eight hours plugged in to 230V outlet. It is worth mentioning that a four hour charge will render the car capable of 80% of its range.

The popularity of the Smart Fortwo and other similar cars further demonstrates that consumers are taking the environment and their budgets more seriously these days. Even performance car junkies are finding ways to be budget and environmentally sensitive, while still enjoying the exotic car driving experience they love.

“We get a lot of people who can’t justify, for many reasons, owning a high-performance automobile,” states Ron Sturgeon, proprietor of a slew of businesses serving diehard petrolheads. “Our businesses help our clients maintain their connection with exotic cars without having to worry about all the hassles that come from owning and maintaining them.”

Sturgeon’s exotic car club, for example, allows members to purchase a specific amount of drive time that can be used to access the club’s extensive exotic car garage.
Similarly, Sturgeon operates a company the specializes in exotic car rental in Fort Worth TX. This business is ideal for the businessman that may need the occasional “wow” car for a special client or social occasion, but still wants to drive a more sensible car for the daily commute.
This Dallas classic and luxury car rental agency offers a broad selection of exotic cars and offers internet and Dallas wedding car rentals.

Finally, for those who are looking for an exotic car fantasy driving experience, Sturgeon hosts half and full-day exotic car tours. These tours allow participants to sample five exotic cars throughout Texas’ most scenic roadways.

The increased popularity of both Smart and Sturgeon’s businesses shows that people may be practical, but they are never going to forsake their love of fine cars.

Written by G.D. Gregory. If you are interested in having me write stories for you or seeing my portfolio, please contact me at ggpsu@yahoo.com.

Buffalo, New York recently played host to a 147-foot mystery yacht. Naturally, those who caught sight of the superyacht wondered why it came to Buffalo and who might own it.

According to the captain of the mystery yacht, Ted Sputh, the owner of the Gran Finale purchased her for $40 million in 2001. As far as divulging a name, her captain had nothing specific to share.

“He’s very, very private,” Sputh told The Buffalo News, “but it doesn’t take much to figure out he’s a billionaire. We always hear the Trumps or Madonna, but none of that’s true. You wouldn’t know him anyway. He’s just your common, ordinary billionaire.”

Yachting enthusiasts have long appreciated the benefits of sharing the expense of ownership for such craft. Several yacht sharing clubs cater to members who yearn for blue water, but want to indulge their passion without taking on solo boat ownership.

“Sharing of luxury goods has been a key trend among the affluent – whether it be time shares of vacation homes, fractional ownership of business jets, or sharing of an exclusive collection of dream cars in an exotic car club,” says Ron Sturgeon, a real estate investor, small business consultant, and owner of DFW Elite Car Club in Dallas TX.

“The reasons for yacht sharing are much the same as performance car sharing,” says the DFW car sharing club owner. “Membership allows enjoyment of an unmatched variety of yachting or driving experiences as well as companionship with like-minded people in a club setting,” says Mr. Sturgeon.

The spacious interior of the mystery billionaire’s yacht includes four below-deck guest suites and an amazing owner’s suite on the main deck. There is also a large theater with a curved sofa and flat screen TVs.

At 451 tons, the yacht is no lightweight. It carries more than 14,000 gallons of gas, which means a single fill-up runs about $72,000.

Kate Miller-Wilson is a freelance writer living in the Twin Cities. Visit her website or email her for information about her freelance writing services. She is a regular contributor to our exotic car blogs.

Fortunately, all of this madness is somehow contained by the California Highway Patrol — possibly the finest state-police force in the country. The men and women of the CHP seem to have an innate understanding of L.A.’s laws of vehicular motion. Which is to say, if traffic on the I-5 for some reason begins flowing at an unlawful 80 mph or so, you leave it the hell alone and be thankful it’s moving at all.

So, yes, it’s understandable why outsiders love to mock Los Angeles for its driving woes. But I say let ‘em laugh. And then I turn west on Sunset Boulevard and watch as the road uncoiling before me spills down toward the sparkling, blue Pacific.

New Targa Blends Stunning Looks With Latest Porsche Technology Atlanta, July 28, 2008

Completing a triple update of the 2009 911 model lineup, Porsche is introducing the new 911 Targa, executing this generational change in record time. Two new Targa models will join their brethren, the new generation Carrera coupes and cabriolets that have been introduced in the past two months. The new 911 models will be available at Porsche dealerships in the U.S. starting in September of this year.

The most striking visual highlight of the 911 Targa is its 16.58 square-foot glass roof made up of two segments - an elegant sliding roof at the front and a more practical tailgate at the rear. The roof slides smartly beneath the tailgate within seven seconds, conveniently offering almost five square feet of open space above the passenger cabin when opened completely. The sliding roof comes standard with a new sunblind offering even greater privacy than before. When closed, the sunblind covers the entire area of the sliding roof, opening and closing electrically independently of the roof itself. The glass roof and tailgate are made of special tinted glass, which protects the occupants from UV radiation and excessive heat even in bright sunshine.

The focal point of the Targa’s interior is the new Porsche Communication Management (PCM) 3.0 which features a touchscreen for simplified operation of the audio system as well as the optional hard-disk-drive navigation system. Other important additions to PCM 3.0 are the new options of XM satellite radio with XM NavTraffic capability, Bluetooth® connectivity, iPod® port, USB port and auxiliary jack. Technological highlights of the 2009 Targa include two new engines, with direct fuel injection to improve both performance and fuel economy; the seamlessly-shifting PDK Porsche- Doppelkupplungsgetriebe, or double-clutch gearbox, replacing the optional Tiptronic S automatic transmission; and the electronically controlled Porsche Traction Management (PTM), which takes the place of the former all-wheel drive system.

As before, the latest addition to the new generation of the 911 will come in two variants: the 911 Targa 4 and the 911 Targa 4S. The 911 Targa 4 is powered by a new 3.6 liter flat-six engine, developing a maximum output of 345 horsepower for a top track speed of 176 mph. The 3.8 liter 911 Targa 4S engine delivers a maximum output of 385 horsepower that accelerates this exclusive sports car to a top track speed of 184 mph.

Like the previously announced 911 Carrera and Carrera 4 models, direct fuel injection technology continues to be a central point of the efficiency enhancements in the 2009 Targa. Direct fuel injection increases engine power, while simultaneously contributing to a reduction in fuel consumption. The new-generation Targa models will be available with the Porsche seven-speed Doppelkupplungsgetriebe, or double-clutch gearbox. An intriguing alternative to the manual six-speed gearbox, the PDK features unparalleled speed during gear shifts combined with superior fuel economy.

The electronically controlled PTM system replaces the viscous multiple-plate clutch all-wheel drive system of the previous Targa models, which results in a more pronounced, Porsche typical driving characteristic. To ensure maximum traction and agile handling at all times, PTM feeds exactly the right share of engine power to the front wheels, as needed, in every driving situation through an electronically controlled multiple-plate clutch. As on all new Carrera 4 models, a standard rear-locking differential gives the car even greater driving dynamics. The 2009 911 Targa 4 and Targa 4S will be available in the United States in October at a MSRP of $89,500 and $100,100 respectively.

Here are the latest spy shots of the new Mercedes SLC, the latest supercoupe from Mercedes-Benz and AMG. Sources say the car might be shown at next year’s Frankfurt show perhaps as a concept, though Mercedes won’t confirm.

The car is being developed by Mercedes’ AMG performance unit. The production SLC isn’t expected before late 2010.

Powertrain speculation centers on a naturally aspirated V8 with a displacement in the range of 6.2 liters and output in the neighborhood of 600 hp. Word is the chassis will be all new, not based on any existing Mercedes, and the body will be all aluminum.

The prototype sports big wheels and a massive brake rotor and caliper combination we’ll likely see make it to the road-going version.

MOTORSPORTS EDITOR MAC MORRISON: I’m pretty much out of superlatives when it comes to the 911. I have been fortunate enough to drive some of the greatest cars in the world–from BMW M cars to Mercedes-Benz AMG offerings to Corvette Z06s to Lamborghinis and Lotuses and more–and Porsche’s staple remains my favorite. No matter how gloomy my mood, this car makes it all better.

The styling is timeless, but that’s really secondary. Everything else works so well together that the overall product is mesmerizing. The car has plenty of power but not so much as to make you feel as though you can’t exploit it unless you are on a racetrack. The steering is absolute magic, the brakes perhaps even more impressive, the grip and balance an ideal every carmaker should shoot for. And it all feels so perfect–the steering effort and feedback, the shifter action, the pedal feel. There is even an element of practicality, with the small back seats and surprisingly useful underhood storage compartment. It’s hardly a family sedan, of course, but two people can haul an impressive amount of stuff, whether it’s groceries or luggage.

If you look for faults, you can pick out a few, but they are irrelevant to the driving experience. The switchgear and some interior materials are underwhelming, but the cockpit is well designed and looks sharp. And if you really need a more up-scale environment, Porsche offers plenty of optional trim packages.

Of course, the price for such upgrades is high, as is the base sticker. Certainly, you can equal or even better a 911’s numbers with cars costing far less. But none of them offers the same combination of performance, feel, comfort, style and usability. Not in my book, anyway.

EXECUTIVE EDITOR WES RAYNAL: In response to Morrison, the only car I can think of that comes close is Porsche’s own Cayman. Other than that, no. From the timeless shape to the engine to the steering to the brakes, this is simply the best, most complete driving experience on the road, and no other car offers such . . . Porscheness.

Sensational.

P.S. I will dispatch Morrison to beat on anyone who dares mention a Corvette as some type of worthy opponent to this 911.

SENIOR EDITOR KEVIN A. WILSON: Is that a dare? A double-dog dare?

Just because the 911 is the world’s best sports car–and I spent my 75 miles of bliss in this one thinking that if I had the jingle, it would be winging its way to Stuttgart faster than any Lufthansa flight–doesn’t mean it’s the only alternative or that it can’t be compared and contrasted.

I hate an uncritical love fest, however well earned. Isn’t the worst thing about owning a Porsche that bystanders assume you’re one of those guys, with the gold chain snarled in chest hair and the trophy wife, the guy who heads to the nearest hose to wash a few gnats off his precious car at a track day while the Lotus guys are thrashing theirs for just one more lap? I know from experience that those guys aren’t even close to the majority of 911 owners, but they’re surely the most obvious, aren’t they?

I’m a contrarian by nature, so I’ll say it again: Corvette. And Ferrari F430. And Lambo Gallardo. And Acura NSX (yeah, I know, you can’t get one new anymore). And Nissan GT-R. You should consider owning all of those-right after you drive a 911, so you know what you’re talking about when it’s time to make excuses for why you didn’t make the obvious choice.

What makes the 911 such a great aspirational vehicle is that it’s so good–and always just out of reach of the guys who buy a Corvette. Which brings me to my last point: You could get a Cayman. If you’re really so hard-core about driving, you will get a Cayman and stay on the track that extra lap with the Lotus guys.

As one who has sung the 911’s praises for ages, I’ll add this: I liked it better before the electronics era. This one’s faster and tons safer, but any imbecile with $100,000 can drive it fast. The earlier ones were more engaging, more challenging, more tactile and visceral . . . kind of like Caymans, come to think of it.

We’re all clamoring about the 135i, but can you blame us? The surprising power delivery and cornering capability of the BMW make it hard not to. But while the 135i is the focal point of the 1 Series offerings in the U.S., the 128i is the more sensible sibling with similar attitude. We were impressed by the 128i when we first drove it and now that we’ve tested the cheapest BMW available, we can show you how it stacks up against the competition and its twin-turbocharged brother.

Removing the turbochargers may subtract 70 horsepower from the straight-six, but overall weight drops 200 lb. With 230 horsepower to move 3228 lbs, the 128i hustles to 60 mph in just 5.7 seconds and through the quarter mile in 14.4 seconds at 96.1 mph. The coupe also stops from 60 mph in 108 feet; only three feet longer than the last M3 we tested. Mind you, the 135i grabs its rotors the same way and accelerates about a second quicker — 4.7 seconds to 60 mph and through the 1320 in 13.3 seconds — but that additional speed costs $6,300. The 128i starts at $28,600 while the 135i begins at $34,900.

Price wise, there’s really no direct comparison to the 128i. Mazda’s RX-8 is the closest, providing the basic engine-in-front-thrust-to-rear drivetrain layout of the 128i. The Mazda also has about the same legroom in the rear (none) and it’s about $1,500 less. The difference is made up in power; where the 1.3-liter rotary spins itself up 159 lb-ft of torque, the 128i serves 200 lb-ft. This shows in acceleration, as the RX-8 takes three-tenths of a second longer to get to 60 mph. The 128i provides more grip too, circling our test track at an average 0.89 g, while the RX-8 only produces 0.84 g.

Not that anyone’s likely to cross shop the two, but a Mustang GT Premium costs $300 less than the BMW and runs to 60 mph four-tenths faster (5.3 seconds). But that block of Detroit iron has a tough time holding its weight around the bends and it can’t match the interior quality of the Bavarian coupe. An Infiniti G37 Sport can do both, and it’s two-tenths faster to 60 mph (5.4 seconds), but costs $36,200. That’s already $1,300 above the price of the much more potent 135i.

Thanks to a sport package which stiffens the suspension and adds more rubber, the 128i feels fluid and composed around mountain roads. During less spirited driving the 128i makes for a competent commuter, achieving 18 and 28 miles per gallon in the city and highway which betters the 135i’s 17/25 city/highway mpg.

Many made complaints about the pricing of the 128i, though after comparison it appears that this compact is in a class of its own, factually and figuratively. It works well as an inexpensive alternative to the 135i, and the owners of this capable entry-level coupe won’t be missing the turbochargers at all.

It can get 30-plus mpg or dash to 60 mph in 6.5 sec. Its Agility Control suspension corners racetrack flat, yet its undercarriage can be armored for ramming over rough stuff. It’s targeted at Sex-in-the-City women, but it wears sharp, angular styling that apes the butch GL-class. Does this fuel-crisis trucklet suffer multiple-personality disorder?

Globally, yes, but there will be some exorcisms before the GLK arrives in January. The off-road package is out due to lack of interest on our shores (similar packages are dropped on ML and GL too). Officials claim the package bestows Land-Rover LR2-equivalent capability, from a combination of a Downhill-Speed Regulation system that uses engine braking and the ABS gear to creep down hills at any programmed speed from 2-11 mph. An off-road switch changes the transmission, ABS, stability control, and engine control maps to better suit loose surfaces, and underbody armor made of fiberglass-reinforced thermoplastics provide protection and keep the hangy-downy bits from snagging on rocks. The COMAND system display shows steering angle, altimeter and compass info in this mode. Sad to say, the two diesel engines are also banished-the 34-mpg 2.1L twin-turbo four and the 30-mpg 3.0L variable-nozzle turbo V-6. That’ll leave us with a 22-mpg 3.5L gas V-6 spinning a seven-speed and 4Matic all-wheel drive (rear drive follows a few months later) wearing the fanciest walnut trim, standard dual sunroofs, and 19- or 20-in. wheels.

We may not miss the off-road gear-4Matic’s fixed 45/55 front/rear torque split, traction control, and 7.9-in. of ground clearance will get us where we’re going, and the big wheels, fat tires, and taut suspenders are antithetical to billy-goating. We will miss the diesels unless brisk demand for BlueTec MLs and GLs earn one of them a reprieve. Cross your fingers for the teched-out four, featuring piezoelectric injectors squirting fuel at over 29,000 psi, dual overhead camshafts driven by gears from the back of the block, and sequential turbos-a small one that spools up quickly at low revs, and a big one for higher speeds. The GLK220 CDI only trails the GLK350 by only 2.0 sec to 60 mph, and by achieving 50-percent-better fuel consumption its owners could recover their $1000-$2000 option price during a typical lease, even if today’s diesel-fuel pricing persists.