The fifth annual Vagkraft show, Canada’s premiere VW and Audi enthusiast event, was recently held at the Brampton Powerade Centre, drawing more than three hundred vehicles from Southern Ontario, the Northeast U.S. and even from as far away as Florida to the home of the OHL’s Brampton Battalion.

The parking lot is dominated by [...]]]>

The fifth annual Vagkraft show, Canada’s premiere VW and Audi enthusiast event, was recently held at the Brampton Powerade Centre, drawing more than three hundred vehicles from Southern Ontario, the Northeast U.S. and even from as far away as Florida to the home of the OHL’s Brampton Battalion.

The parking lot is dominated by Mk5/6 Golfs, VR6 Jettas, ‘90s Corrados and Sciroccos, with smaller numbers of Audis and older VW models like the original Beetle, Hippie Bus and Karmann Ghia. One of the coolest vehicles on display has to be Paul Donaghy’s ‘69 Beetle-based rat rod. It’s like American Chopper, Desert Car Kings and American Restoration all rolled into one crazy-looking ride. Check it out on Autonet.ca.

Or, go straight to the photos.

I’m at the O’Neil Rally School and Car Control Center in moose and bear country to experience the Ford Fiesta in a way many never people will get to experience it, sliding sideways through muck and muddy puddles while being in complete control. The school is owned and operated by Tim O’Neil, a five-time [...]]]>

I’m at the O’Neil Rally School and Car Control Center in moose and bear country to experience the Ford Fiesta in a way many never people will get to experience it, sliding sideways through muck and muddy puddles while being in complete control. The school is owned and operated by Tim O’Neil, a five-time U.S. and North American rally champ, who taught more than a few successful rally drivers. Andrew Comrie-Picard, Antoine L’Estage, Dave Mirra, Travis Pastrana, Ken Block, just to name a few… Continue reading my Fiesta Rally Experience with Team O’Neil on Autonet.ca.

Or, go straight to the photos.

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Conveniently, there was a handling course set up for us – consisting of a quick four-cone slalom leading [...]]]>

Yesterday I went to a Pirelli Ride and Drive where I drove on Pirelli’s newest “Green” tire – Scorpion Verde All-Season – back-to-back against the Michelin Latitude H/T A/S in identically-prepped BMW X5 35d xDrive diesels.

Conveniently, there was a handling course set up for us – consisting of a quick four-cone slalom leading into a sweeping right-hander with rumble strips followed by a tight R-L S-bend before a short straightaway and hairpin left into a stop.

The stop is so the instructor riding shotgun can reset the nifty performance computer stuck to the windshield and record my full ABS wet stop from 80 km/h.

They actually captured the panic braking data from the whole group (20 to 25 of us I’d say ) giving each of us three tries in each vehicle. The results were then normalized to give an average stopping distance for each tire.

The Pirelli Scorpion Verdes did this in 31.84 metres (104.5 feet) while the Michelin Latitudes did it in 32.2 metres (105.6 feet). That’s a negligible difference of just 40 cm (only 1.3 feet) but, the intent of this particular exercise (besides getting a feel for the tires) was more to debunk a myth that so-called “green tires” (all-season ones to be sure) don’t perform as well as those labeled non-green.

Besides improvements in its manufacturing processes and in other areas, using oil-free instead of oil-based materials helps make these tires greener, say the Pirelli reps. Considering the Michelin’s are pretty much industry benchmark tires, the Pirelli’s did quite well in this test.

Pirelli Scorpion Verde All Season Tire Pirelli Scorpion Verde All Season Tire priced from $174.

Michelin Latitude Tour HP Tire Michelin Latitude Tour HP Tire priced from $141.

After finishing the X5 exercises, our group moves over to the autocross handling course and into identically-prepped 328i X-Drive models with different tires for some subjective evaluations.

It’s a Pirelli P Zero Nero A/S versus Continental ExtremeContact DWS A/S battle.

My friend (YouTube user SR7800t) demonstrates the short but technical course. As you can see, it only takes about 30 seconds to run it, but it is telling.

Looking closely at the tires (after everyone’s done thrashing on them) reveals more even wear on the Pirelli’s while the Contis look somewhat chewed-up. Notice the peaks and gnarls in its rubber – the white chalk used to mark out the course makes it easy to see.

Clearly, they’ve worn out faster, which helps explain why they were louder than the P Zero Nero. The Pirelli’s felt more stable from mid-corner to the exit too.

Pirelli PZero Nero All Season Tire Pirelli PZero Nero All Season Tire priced from $120.

Continental ExtremeContact DWS Tire Continental ExtremeContact DWS Tire priced from $93.

Some more food for thought? OEM tire pressures were used in both the X5 and 3 series tests.

PHOTO GALLERY

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Featuring AAM Competition GT800-R twin turbo upgrade package and lots more...

In the meantime, a candid photo of car and model at Performance World [...]]]> The full digs on this JDM-inspired dream machine are coming soon to a Sun Media paper near you. I’ll let you know where and when, after I find out.

Featuring AAM Competition GT800-R twin turbo upgrade package and lots more...

In the meantime, a candid photo of car and model at Performance World 2010 by the PAS Nation booth.

Well, I guess Ken’s practice [...]]]> Not long ago, DC Shoes athlete and pro rally car driver Ken Block’s gymkhana practice video began popping up on the Net pretty much everywhere there are auto enthusiasts. Of course, the video is three posts down – the first one or “practice” that is – for your viewing pleasure.

Well, I guess Ken’s practice is now over as this video is the second effort called, “Gymkhana Two: The Infomercial.” Crawford Performance has performed more magic on this new STI, which sounds awesome! Have a watch.

Personally, I think the first edition is much more exciting. How about you?

Either way, think I’ll stick with my Pilotis!

South Korean car makers are giving competitors a real run for the money these days. While some domestic auto makers are struggling to stay in business, Hyundai Canada is upping the ante to appeal to its most enthusiastic owners with a new tuning program called Hyundai Performance Parts (HPP). Granted, the [...]]]>

Hyundai Performance Parts

South Korean car makers are giving competitors a real run for the money these days. While some domestic auto makers are struggling to stay in business, Hyundai Canada is upping the ante to appeal to its most enthusiastic owners with a new tuning program called Hyundai Performance Parts (HPP). Granted, the name isn’t as catchy as, say, Mazdaspeed, Nismo, SRT or TRD, but the mission is all about providing superior parts and performance to its customers. It also proves Hyundai is listening to its customers, many of whom point out the aftermarket lacks a decent variety of products and support for their Hyundai vehicles.

That said, personalizing a 2007 Tiburon or Accent SR just got a whole lot easier with more than 20 different approved and tested aftermarket parts that can be installed at the dealership. The impressive upgrade list includes everything from AEM intakes, Vibrant cat-back exhausts, B&M short shifters to Eibach Pro-Kit springs and StopTech big brake kits to perhaps the largest selection of aftermarket wheels currently being offered by a manufacturer in Canada. And, that’s just for starters! Read on my friends.

Hyundai has spent the past couple of years developing these parts with a lot of feedback coming directly from enthusiast focus groups. “This new line is all about attitude and versatility,” said John Vermile, Hyundai Auto Canada’s VP of sales and marketing, during his presentation at the ride and drive event held at the Dunnville Autodrome. “Hyundai owners now have the freedom to make their vehicles truly unique and drivers are going to love the way these new performance parts change the look and feel of their everyday experiences on the road.”

You may recall Gerry and I both drove the entire Mazdaspeed lineup at Dunnville earlier this year (on dry pavement) and we came away quite impressed. Even I had doubts that some tuned-up Hyundais would leave as good an impression on me, but impress they did in spite of a rainy day.

My introduction to Hyundai Performance Parts began with short rural test drives in a stock five-speed 2007 Accent SR and RWD Tiburon GT. With a 10-piece ground effects kit and wheel flares, the Canada-only Accent SR looks sporty and sophisticated. Its 1.6L DOHC four banger mated to a five-speed manual provides ample power and acceleration for everyday use, but I found the stock clutch a bit soft. An auxiliary audio jack, 400W Clarion stereo and custom subwoofer enclosure all come as standard.

Having driven it a couple of years ago, the Tiburon is still one of my favourite sports cars. Its quiet 2.7L DOHC V-6 produces a respectable 172 hp at 6,000 rpm with 181 lb-ft of torque at 3,800 rpm and with some subtle design tweaks this year the car looks even better than before. A European-tuned suspension and 17-inch alloy wheels translates into confident cornering and passing on wet two-lane highways; however, the fact that ABS is not available unless you get the GT Limited model is a substantial turnoff.

As for the compact Accent SR, the track-ready mule I drove (they call it an SR-X) was bolstered by an AEM air intake, Vibrant cat-back exhaust ($849.90), B&M short shifter ($181.95), Eibach lowering springs ($453.95), DC Sports front strut brace ($257.95), Hyundai Performance “SR” alloy wheels with 205/40/17 Falken Azenis RT-615 tires, plus an additional lower rear spoiler ($414.95) that adds to the smart rally car silhouette. An SR interior upgrade kit and aluminum door sill plates command another $534.70 to the price, but does improve the cabin in my opinion.

ABS brakes come standard on the SR Accent, however its lightweight FWD layout makes it difficult to put down the power exiting corners. The short shifter is a nice improvement, but I still had to be very smooth to get traction in the wet, however, the challenging conditions made it all the more enjoyable. The stiffer springs and strut bar noticeably cut down on body roll (versus the stock version) while the cat-back exhaust accentuates a sportier, more aggressive tone. This setup will run buyers an extra $2,693.40 in parts, plus the cost of the wheel and tire package selected. Not bad for a car that starts at $19,995 with the five-speed manual (the four-speed automatic adds $1,000).

Despite its small engine and lack of forced induction, the factory-enhanced Hyundai Accent SR-X was just as fun and sporty on this track. Yes, a modified Mazdaspeed 3 is faster, more refined and has two more doors, but comparing its $33,140 as tested price tag, which includes the cold air intake, sport spring kit and exhaust upgrades, is a bit like comparing apples to oranges here. However, it will be interesting to see if Hyundai decides to add more rally car influence to this car–think turbocharger–alongside its rumoured return to the World Rally Championship.

For my track-time in the modified Tiburons there were three to pick from. First up was the 2007 Tiburon GS-X with its five-speed manual and 2.0L DOHC inline-four sporting experimental Hyundai Performance air intake and axle-back exhaust. No real power gains here, but the suspension was completely overhauled with a fully-adjustable coil-over kit by K-Sport featuring 36-way adjustable dampening, adjustable ride height, front strut brace, some other camber goodies. A StopTech 13.2-inch front brake kit with two-piece slotted rotors and four-piston rear calipers on top of slotted rotors commanded an immediate response from the 17-inch FastCo F66 Version 5 lightweight wheels with Falken rubber.

Whereas the GS-based four-banger model was smooth and quiet with more precise handling and braking, the V-6 Tibs offered more of what I was looking car in a performance car. Based on the GT trim, both had their 2.7L engines were supercharged with a fourth-gen Eaton MP62 blower and bolstered with bolt-on mods including a NGM Ice Box intake manifold, DC Sports headers and cat-back exhaust with high-flow catalytic converter. The dark blue stage one car is based on the GT Limited (MSRPs at $28,995 with the six-speed manual) provided roughly 65 more wheel horsepower over stock at four pounds of boost while the light blue stage two GT (MSRPs at $25,495 with the five-speed manual) produces almost 100 whp more at seven psi thanks to the addition of an Ice Box system, uprated injectors and fuel management system by NGM.

As their new, more aggressive sounds denote, the added acceleration is instantly obvious in both cars. You might expect such powerful cars to slide all over a wet race track, but that was not the case as both were sporting some upgraded suspension bits to combat this a bit. The stage one Tib also had a Weapon-R short ram intake and drove on 17-inch FastCo F66 wheels with Eibach springs and sway bars while the stage two car wore 18-inch prototype wheels and a Tein Super Street adjustable coil-over suspension with EDFC (Electronic Damping Force Controller) that allows spring rates to be adjusted on-the-fly. Both had the aforementioned StopTech big brake kit plus a Clutch Masters stage four clutch kit and nine-pound flywheel from Fidanza to reduce the rotating mass and help put the extra power down.

As tested prices for the Tiburons are not as concrete as the Accent SR-X since they utilize many specialty and conceptual parts that don’t yet have solid pricing affixed to them. On the dark blue Tib, however, you would be looking at an extra five grand and about eight grand for the light blue car, but these are only estimates. It’s worth noting that all current HPP parts carry Hyundai’s standard one-year accessory warranty. As of this writing the Tein suspension and superchargers are still undergoing the final stages of certification. Craig Simpson, parts and accessories development specialist for the company, said “We are making all efforts to bring them to market as quickly as possible while ensuring they meet our stringent genuine accessory standards.”

The rain did not subside, but when the action on the track halted at day’s end it was hard to hide the wide grin strewn across my face. With their higher-pitched whines sounding a lot like the modified RX-8 GT ($41,368 as tested) I drove here, the blown Tiburons were as able, fun and memorable as the latter despite costing substantially less. Their widened, more usable power bands, more precise handling and excellent traction improve an already great sports car; and, as someone who knows the tuner market intimately, Hyundai’s brand of fully-tested and guaranteed aftermarket parts will undoubtedly appeal to its enthusiast customers. If this sounds like you, your local dealer can hook it up.

[Note: All pricing is original MSRP supplied by the manufacturer in CAD at the time.]

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Event Photos

Life is full of experiences. Some you’d like to relive while others you’d prefer to forget. Learning to walk, riding a bike or tying you shoes are some early ones most people will have. Of course, they’re only the tip of the iceberg. At 30 I have [...]]]>

Ariel Atom Experience; photo courtesy of OTP

Life is full of experiences. Some you’d like to relive while others you’d prefer to forget. Learning to walk, riding a bike or tying you shoes are some early ones most people will have. Of course, they’re only the tip of the iceberg. At 30 I have many more experiences to, well, experience. But, I can say with complete confidence that one of the most memorable of them will be the Ariel Atom Experience. There just aren’t that many opportunities to feel what going from zero to 100 km/h in 2.8 seconds on four wheels is like (and, what better way is there to celebrate my 30th?). The AAE gives you that experience, but that’s just for starters.

The Ariel Atom Experience is a high-performance driving adventure you’re not likely to forget! Part and parcel to this is the awesome Brammo Motorsports Ariel Atom you get to drive. At 1,400 pounds with its whiny 245-hp supercharged 2.0L GM Ecotec rear engine, the low-cost British supercar’s unsurpassed power-to-weight ratio of over 600 bhp/ton translates into pure adrenaline rush.

The second key to having a most memorable time at the AAE is the top-notch team of experienced professionals that keep the grin-filled programs well-oiled and progressing safely with personal one-on-one interactions. Hosted by Trak Motorsports Inc. (TMI), CEO Dave Goadby and his team have motorsports experience starting with amateur karting in 1989 on up to professional road racing from 1995 to 2004. They definitely know how to run a program!

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The high level of hospitality they offers its customers reflects their passion for speed and motorsports. It’s immediately apparent upon your arrival at the track where your eyes begin to take in the professional track side paddock dominated by a huge trailer that functions as the guts of the operation. On one side is a covered pit area where the program’s eight Atoms line up and get ready for action.

Running the full length of the race trailer, the opposite side functions as an indoor/outdoor classroom/dining room where participants get both oriented and refueled with gourmet food throughout the day. A manned continental breakfast buffet spread with coffee, tea and espresso is out when you arrive. At lunch it’s replaced by a fully catered affair with menu choices like longue de boeuf, curried Hawaiian broccoli salad, poached salmon with a strawberry jalapeno compote and more.

There’s also a 60-inch plasma screen on the side of the trailer that comes in handy for presentations and video review sessions later on in the day (all AAE cars have in-car cameras installed). After a short orientation briefing it’s time to suit up in your Nomex fire suit, brand new driving gloves and helmet and head out on the track for the first time. Seated next to your personal driving coach who is now talking over the two-way radio from the driver’s seat, the next six to eight minutes will be your first real taste of the Atom. Then it’s your turn!

Going progressively faster every lap up to where you’re comfortable, you will find the Atom drives like nothing else you’ve ever experienced. It’s blazingly fast and the exoskeleton you sit inside offers a view of the road found nowhere else. As long as you have a valid license and can work a manual transmission, you can drive this car fast, very fast!

Depending on the package, full-day programs offer about two hours of segmented seat time in the Atom. At $1,450 per person, AAE Gold packages offer the most driving time. The corporate half-day rate for groups of 20 or more is $495 per person. At the end of the day, if you must own one, TMI–the exclusive Canadian distributor for the Brammo Atom–will deduct your AAE fees from the purchase price of your very own custom-built Atom. How cool is that?

AAE events are taking place on both side of the 49th parallel. Visit the Ariel Atom Experience to find out when and where to have your own supercar experience in this incredible car. Seats are going fast. Ariel Atom fast!

[Update: It's been a few months since I drove the Ariel Atom on Shannonville's Fabi race track on my birthday. It feels like it was just yesterday though. How does time fly by so fast? A couple of weeks after getting to do this, I got married and spent 10 days honeymooning in beautiful, sunny Negril Jamaica with my amazing wife. We had a fantastic time but found it really difficult to re-adjust back to normal life. It's not that I wasn't prepared to face reality again, it's just that I was having trouble getting Ariel out of my head.]

Recently, Praxis Advanced Suspensions invited us for a day-long test drive of its BMW 330ci test car through rural Pennsylvania en route to BeaveRun Motorsports Park Northwest of Pittsburgh for a lapping session on their North Circuit. How well did the acclaimed air suspension system fare?

This one’s for [...]]]>

Praxis BMW 330Ci test car

Recently, Praxis Advanced Suspensions invited us for a day-long test drive of its BMW 330ci test car through rural Pennsylvania en route to BeaveRun Motorsports Park Northwest of Pittsburgh for a lapping session on their North Circuit. How well did the acclaimed air suspension system fare?

This one’s for the die-hard Bimmerheads! Especially the 3 series fans, who may actually find themselves driving to the track for a lapping session in the very same car they use for everything from work and school commutes to personal errands and shopping trips. Of course, only you know how multi-purpose your BMW is (or isn’t). But, if you’re an E46 owner (’99-04 BMW 3 series coupe, sedan or wagon) and you’re tired of sacrificing everyday drivability with mixed-and-matched aftermarket parts, the Praxis Advanced Suspensions E46 air suspension system may be just what you need to get out of that rut.

Backed by the deep pockets of Bridgestone/Firestone, both cash and technology-wise, the Praxis kit considers all tunable elements of the system, including springs, dampers, bushings, tires, suspension alignment and suspension geometry to optimize performance over the widest range of conditions possible. The system replaces most of the E46 factory suspension and the average amateur mechanic can tackle the installation in less than 10 hours using hand tools. Pre-assembled parts, including a BMW-specific wiring harness, ECU and mounting brackets simplify the job, which requires no cutting or drilling.

Each corner benefits from high quality Firestone air springs with anodized 6061 T-6 billet aluminum caps and pistons, plus externally adjustable inverted H&R monotube dampers. Compressed air is stored in a trunk-mounted reservoir that’s fed by an onboard air compressor.

Firestone’s proprietary Intelliride electronic control system is used to adjust vehicle height and spring rates while a trunk-mounted ECU monitors an accelerometer and height sensors at each suspension corner. The ECU interprets suspension data and commands the valve-block to direct airflow to individual air struts in order to maintain desired ride height and spring rate.

Once installed, the driver uses a cockpit-mounted controller to dial in any of the three available suspension modes to match the vehicle’s performance to actual driving conditions. The first is ‘touring’ mode and it’s the most similar to the factory vehicle. In this mode, which is mode is ideally suited for commuting on major highways, secondary roads or driving in bad weather such as snow or sleet, the factory ride height is maintained while the spring and damping rates are tailored to deliver a similar ride and handling to the original vehicle.

Pressing the middle controller button will automatically put the car into ‘sport’ suspension mode and, in a few seconds, lowers the car a full 25mm so you can enjoy a more spirited commute, or a jaunt on your favorite road. The system is not entirely self-regulating though. Each time a new mode is selected, the driver can opt to also manually adjust the shocks’ rebound from outside the car–by turning the little knob on the bottom of the shock–to reap the greatest rewards for that particular setting. It’s a relatively simple affair with a set of mechanics gloves; but, the cool thing is that Praxis has already done the hard work, and can tell you exactly how many turns, and in which direction, so that you don’t have to go through the process.

Praxis’ marketing man extraordinaire, Mike Swope, recently let me test drive the Praxis BMW 330ci you see here. Guided by his trusty Magellan navi unit, we spent a full day driving the rural roads between Pittsburgh and Beaver Valley, PA (roughly 35 miles Northwest of Pittsburgh). Let me start by saying I couldn’t have been more impressed.

When going from touring to sport mode, the handling is noticeably more responsive–yes, sporty–with much less body roll and sharper steering response. In the twisty sections, the car is more neutral and the Intelliride completely transparent.

There are a few other key features that make Praxis-equipped cars handle like they’re on rails. The first is side load compensation, which is natural to the system because the air springs are mounted at an angle to the strut, thus allowing the spring to compensate for bending loads inherent in strut suspensions.

Typical coil-over suspensions can be experience up to 250 pounds of bending load, at the expense of ride quality and product life. And, because Praxis can independently control airflow to each suspension corner, corner weighting is automatically adjusted with the vehicle’s ride height. Furthermore, Praxis specifies a custom alignment that considers the effects of suspension geometry changes to provide balanced tire wear in all three modes.

The final setting is, of course, ‘track’ mode, which decreases ride height by 37mm and increases spring rates by 80 percent. It offers the firmest damping setting and is intended for amateur motorsport activities on the track or in the cones. As such, we had to make a special trip to BeaveRun Motorsports Park to see what it can do.

BeaveRun’s North loop is where Praxis has done the lion’s share of its R&D work. Getting the lapping session going, Swift puts the car into touring mode and gives me the lay of the land. After a few laps I take the wheel and try to replicate his line, but it’s pretty hard because the car isn’t exactly doing what I want it to. It’s understeering and body roll is quite prevalent as in the factory ride. I wrestle with the car for a few laps before putting the car into sport mode, which I’d become quite familiar with over the course of the day. Steering is much sharper now and there is substantially less body roll. The more taught suspension is making things easier, but I’m still not hitting all the apexes.

After several laps in sport mode, we switch over to track mode. By the end of turn three, I’m totally amazed at the difference in handling. In track mode, the car is sprung like a racecar and sits much closer to the ground. Hitting the apexes is now a cinch, and bolting down the back stretch you can feel every single imperfection in the track. The sense of speed has increased and I’m feeling very confident now. So much so I thought I could make it through turn four without letting off the gas this time. I nailed the apexes at three and four and, as a result, the car rewarded me by hopping off the track and sending me into a 720 spin into the grass. No damage, but this action was more than enough evidence to convince me this setup is “no nonsense” and “not for the faint of heart,” as Praxis suggests.

On our drive back to Pittsburgh, Swift and I recounted the day. I got what I’d come for–proof that the Praxis system really can turn your daily-driven BMW into a track menace–and Swopes noted the grin on my face had not subsided whatsoever. The kit performed much better than I’d expected it too. And, honestly, I was skeptical it would be able to deliver the goods they said it would. Besides the standard 3 series, Praxis has a kit for the E46 M3. They’ve also got applications for Subaru’s Impreza WRX and even the VW Golf GTI, which Praxis announced at the last SEMA Show.

If you own one of these cars and are into to amateur racing, the Praxis air suspension system is definitely worth your consideration. The E46 kit goes for under $4,000 and is well worth the money. All items are warranted for use in sanctioned, amateur motorsport applications and the air struts themselves come with a two-year unlimited mileage warranty. All other components are covered for one year with unlimited mileage.

1999-2004 BMW 3-Series (E46)
Coupe (323, 325, 328, 330)
Sedan (323, 325, 328, 330)
Convertible (323, 325, 328, 330)**
Wagon (323, 325, 328, 330)**
M3

Praxis Spring Rates (lb/in)
Mode Touring Sport Track
Front 250 325 460
Rear 440 680 770

- 2 Front strut assemblies (air-springs with anodized 6061 T-6 billet aluminum caps/pistons, performance-tuned rubber-isolated strut mounts, externally-adjustable H&R inverted-monotube dampers)
- 2 Rear air-springs with anodized 6061 T-6 billet aluminum caps/pistons
- 2 Rear dampers (externally-adjustable H&R inverted monotube dampers)
- Air handling unit (integrated: compressor, air-dryer, valve-block)
- ECU (Electronic Control Unit with BMW specific software)
- Cockpit mounted User Interface
- Accelerometer
- Air storage reservoir (7.6 liters)
- 4 Electronic height sensors
- 4 Height sensor linkages
- BMW specific mounting brackets (no cutting or welding required)
- BMW specific wiring harness
- Complete installation hardware package
- Comprehensive, illustrated installation manual

I had such a great time in Germany last week and now find myself already trying to book a return trip to complete some unfinished business and I literally just got in the door. Usually, my whole body would be about to collapse after a trip [...]]]>

The tuning goods, look at all that hardware!

I had such a great time in Germany last week and now find myself already trying to book a return trip to complete some unfinished business and I literally just got in the door. Usually, my whole body would be about to collapse after a trip such as the one I’m about to describe, but the Spyder SV slip-on driving shoes that Piloti rushed to me hours before my departure have helped alleviate that.

My feet and hands have had a real workout and now my head is spinning after two days in Hockenheim driving cars like the Z-Art Porsche Boxster and MTM Bentley Continental GT at speeds greater than 240 km/h on the infamous autobahn highway. German automotive tuning press agency Mediatel definitely hooked MLE and I up. They even called up the nation’s top car T.V. show to follow us in the Hamann BMW 6-series to Heidelberg for an award-winning caliber shoot by my Belgian friend PhotoJoost.com.

Some Jaeggermeister for the birthday boy. Mmmm good!

I also turned 29 while in Deutschland and spent the night partying in the tiny town of Hockenheim until much after sunrise. The friendly cheers and congratulations offered by everyone in our party was most overwhelming. Mediatel invited a handful of journalists, photographers and tuning company reps from around Europe, including the U.K., Italy, Spain, Norway, Dubai and Russia. With the few I’d met last year it was like going over old times; but there were many more friendships formed on this trip.
Gallardo and Spyder get together in the paddock

Having my cake and eating it too; when our time in Hockenheim came to and end, Joost and I made bee-line towards the Czech Republic, stopping short of the border by some 150 km, to spend two more days at Mansory headquarters in a small town named Brand. Here, my birthday present came in the form of me driving two more incredible cars tuned by Mansory.

First up was their Aston Martin Vanquish V12, followed by the absolutely stunning Mansory Aston Martin V8 Vantage. Having barely completed but five days prior to our arrival, the car and Mansory’s modifications to it totally blew me away! That’s about all I can say about that right now, but don’t worry because the world premiere of this awesome coupe will take place in an upcoming issue of Modified Luxury & Exotics magazine.

Joost and I spoke at length with Kourash Mansory, the company’s CEO, who told us the Aston Martin DBS in the upcoming James Bond movie, Casino Royale, “…has a few parts copied from us.” Definitely keep your eyes peeled for that, but Mansory has done well enough on their own after barely two years in business that the new showroom they’re building in Brand is nearly finished. It should be ready in time to show off their own upcoming Continental GT widebody conversion to be released sometime this year.

Hamann 996 Turbo

A few other cars on hand at Hockenheim included the Hamann 996 Turbo updated to a 997 body with 540 hp on tap. They also had a Range Rover HSE with a full body car. Koch Tuning brought along a driver to illustrate what their 400 whp Mitsubishi Evo 9 could do. And, that’s getting sideways of course. Z-Art’s 2001 Boxster, by the way, has been economically converted to the new body style and they have a hard top on the way.

If all this isn’t enough to make any sane person want to go back to Germany and soak in the passion and knowledge that German auto enthusiasts possess, then I don’t know what is. But, one of the reasons I’d like to go back (and soon) is to test drive the BF-Performance Bentley Flying Spur.

Bentley Flying Spur

BFP-tuned Gallardo Spyder

This year, they also brought a Gallardo Spyder model as well as the former car with a few revisions to the chassis and aerodynamics. Being a big fan of the bull-badged cars (I’m also a Taurus), I’m practically salivating as I write this and recall. Mr. Forstner was nice to offer me a test drive in all these cars upon our return. And, I plan to take him up on that. As for Mr. Mansory, he said to me just before he heading off to Italy, “Good things come to those who wait.”