The Porsche Cayman GT4 is a car Jalopnik has been waiting for since the Clinton administration. Now they’ve driven it. Can it possibly live up to their expectations? Let’s find out.

No modern sports car seems quite as underappreciated as the Porsche Cayman. We can almost imagine poor, er, Caymanella scrubbing the garage floor as its rear-engined stepsisters speed merrily off to the ball — or racetrack, as it were.

But what’s this? Porsche’s GT boss Andreas Preuninger emerges from the shadows. He summons his Weissach minions, and in a flourish of Stahlwille wrenches, they transform Caymanella into the enchanting GT4. Happy in its new guise, Caymanella rushes off for a half-day of merriment on a racetrack in Portugal, and wins the heart of a Handsome Prince (that’s me, I guess?). Alas! At the first stroke of 12, the spell is broken. Caymanella vanishes into the noonday sun. The heartbroken Prince shambles wretchedly toward the airport, with just a memory of off-camber corners taken at ridiculous speeds to comfort him during a long, boozy flight home. In his twilight sleep, a hazy coalescence of a new sports car and an old fairy tale. The end. The moral? The Porsche Cayman GT4 is an absolute masterstroke, a delight to toss headlong over blind crests and into fast bends, and a fitting halo for the Cayman ethos. Finally, we have a Cayman that inhabits that ephemeral desire-space of bedroom wall posters, magazine spreads and fastidiously planned savings accounts. The GT4, forgive me, is made of want. It’s exciting to see Porsche’s mid-engine platform reaching its potential. While even the base Cayman’s playful disposition had me at hello, tuners have, for years, taken it on themselves to expand its top spec. Back in 2007, race team and tuning shop Farnbacher Loles, now defunct, built a Cayman “GTR” with a 395-hp 911 Carrera S engine. Motorsports tuner Rick DeMan, of Blauvelt, NY has built several “GT3” models for the street and track. Clearly, if Porsche wasn’t going to deliver an edgier Cayman, someone else would. Now, Weissach is involved, and that means the mojo of the Porsche GT team, lead by Mr. Preuninger, is in effect. That team’s era began with the dazzling 996 GT3 in which rally legend and Porsche development driver Walter Röhrl lapped the Nürburgring Nordschleife in 7:56, back when witnessing a road car crack eight minutes on the ‘Ring was like eyeballing Sasquatch on your back porch. A decade-and-a-half later, and the Cayman GT4 — Porsche says — can do the deed 16 seconds quicker. With a time of 7:40, the GT4 is in league with the previous-generation GT3. Even better, mere mortals can derive actual enjoyment from driving the Cayman GT4 beyond the rarified air of the Eifel mountains. What was the engineering brief? Take the Cayman, make it wider and stiffer and more responsive. The simple formula: a judicious treatment of powerplant, suspension and aero, and a manual transmission. The engine, based on the Carrera S’s boxer six – flipped 180 degrees and shoehorned into the Cayman’s compact center bay — produces 385 hp and 310 lb-ft. Porsche engineers insist there’s nothing nefarious in the slight detune from the Carrera S’s 400 hp, but is the result of the Cayman’s particular intake challenges, and subsequent manifold redesign. And while purists may balk at the lack of a “special” GT build, like the 911 GT3’s 9000-rpm cooker, the 3.8-liter is a lovely engine that makes great sounds, and hucks the lighter Cayman down a stretch of pavement with a delicious crackle of kinetic energy. With the concept proven, what’s to stop the GT boys from continuing the Cayman’s march to glory? We’ll see. Porsche hasn’t said how many GT4s they will build, but I can’t imagine they won’t will sell every one they make. And all of them will, most assuredly, live happily ever after. Original article posted on Jalopnik

Somewhere in the “Alps of Southern Australia,” Sandy attempts his first mountain bike race, the Alpine Gravity Enduro state championships of Victoria. Trouble is, for all of his experience with cars and off-road trucks, he’s only ridden a mountain bike three times.

Still, Bowman the bike novice commits himself 100 percent to this challenge, and — just to ensure pain levels for the weekend are at an all-time high — is introduced to Dragon Boating, an added challenge.

How do the skills of car racing mesh with those of downhill mountain biking? More than you’d think. Just watch.

Original article posted on Drive

Treasure hunting is something that we all value, almost instinctively. It’s always rewarding to unearth some forgotten relic of the past, that just happens to be supremely valuable. Today we take a look at five super-rare finds for the aspiring collector, under a 50 grand budget.

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5. 1970 Jaguar E-Type Series II Fixed Head Coupe

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The Jaguar E-type was considered by Enzo Ferrari to be the most beautiful car ever made, and I can’t disagree with him. This great example of a Fixed Head Coupe (FHC) is a rare and original survivor car with 39k miles on the clock and currently hovering around $34,000 with a few days left in the auction, with the reserve still on. I’d wager that it goes for just under $50k, with the market exploding in short order in the next few years, making this a six figure car all day, every day. Don’t even wipe the dust off and collect a check. That’s how grandpa would’ve done it.

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4. 1964 Pontiac GTO

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An original 389 Tri-Power Pontiac GTO, restored and in good shape can fetch big money, especially with a four-on-the-floor manual like this one has. Obviously this one needs a little bit of reconditioning, but even so, apart from some surface rust, the frame and floor pans look solid and ready for media blasting. At the time of writing, the car’s still below a five figure price tag, so it should be an affordable way of getting a rare classic cheaply. Take it apart, shine it up, and put it back together.

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3. 1957 Jaguar XK140

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Before the E-type came the magnificent XK line of cars, which were actually the world-beating Bugatti Veyrons of their day. Before the United Kingdom had speed limits on their roads, Jaguar would test out their car’s top speeds in the middle of the night, on the highway. That’s how crazy car manufacturers were in the ’50s. Needless to say, this kind of insanity and innovative, carefree and careless attitude made the XK one of the best looking and most desirable classics to date. This one, needing minor reconditioning, should go well under the $50k budget, even though there’s still a fair amount of time left before the auction closes. Sorted versions of this iconic and popular car can fetch more than $120,000, so keep your eyes peeled for this, as it may be one hell of a bargain.

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2. 1956 Porsche 356A T2 Coupe

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Make Jerry Seinfeld jealous with this hand-made Porsche 356 barn find. It’ll need work from the improperly sanded and patched front body panels, and at almost $30k with some time left in the auction, it’s not cheap, but prices for cars in worse condition are already reaching astronimical heights, due to their popularity with enthusiasts, collectors, and anyone who wants to drive a refined vintage daily driver. I can’t say that it’ll be a cheap or quick fix to get it to showroom condition, but it’s very likely any restoration money will be recouped at sale time, that is, if you can manage to let go of such a rare gem.

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1. 1983 Pontiac Trans Am WS6

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This Pontiac Trans Am is an actual time capsule. It’s nearly brand new, stored away for 30 years. With less than 6,000 miles on the clock and full documentation including original dealer invoices, I’m not sure it gets more barn-findy than this. It’s a modern classic for sure, and with the addition of the L69 HO V8 and manual gearbox and 3.73:1 gears, it makes it a rarity in the Firebird range, with a little more than 600 ever made, according to the seller. At the time of writing, the bidding is less than $10,000, but the reserve is still on. I’m curious to see where it’ll end, as the market for these cars has steadily risen over the last few years. This is as good as it’s going to get, so get it while the gettin’s good.

Original article posted on CarBuying

When an ad team for a supercar maker needs to sell something, I mean really needs to sell a product, they pull out the nuclear option. No, not actually nuking their car, that would be too genius. The real trump card is the soft, classical piano. And then once that’s done, you unleash all of the fury.

I’ll admit, when I first saw photos of the McLaren 675LT I was categorically not impressed. To begin with, for the $200,000 or so of my money that doesn’t exist, I wouldn’t have gone with the 675LT’s grandfather, the McLaren MP4-12C. I would’ve taken a Ferrari 458, because it looks better, it sounds better, and seeing one in person quickens the pulse in a way the 12C never has for me. And then McLaren upgraded to the 650S, and I was bored, because even though they made a ton of changes to the 12C, on the surface it looked like McLaren just gave the 12C a slight power bump and grafted on the face from the P1.

And the P1 is a great car, but mid-engined supercars are all about creativity and wonder, not about grafted-on faces. And then McLaren came out with the 675LT, which, initially, appeared even worse to me. Because it wasn’t just sporting a grafted on face, it was sporting half-truths and misdirection, or as we in the business call it, lies.

LT, we were told before we even saw the car, stands for “Long Tail,” and the 675LT would be a longer car than the 650S. The long-tail, low-drag design would hearken back to the glorious long-tail McLaren F1 GTRs, and the ultimate road-going F1 of them all, the F1 GT. It would be curvy and swoopy and, well, long.

Except it wasn’t. Not really.

Alright, I guess it was TECHNICALLY an inch – one inch! – longer than the 650S. Because of a spoiler. But it wasn’t a proper longtail, at least not by historic standards. So color me disappointed.

This ad, though, has me actually falling in love with it. I know, I know, I’m supposed to be a jaded old journalist, not susceptible to the petty whims of mere marketing. It’s not even a particularly original ad, what with the soft music in contrast to the loud engine, the rain, or the slow-motion. We’ve seen all of those things in ads before.

But something between those fat exhaust pipes spitting furiously, the gaping intakes, the exposed turbo V8 under glass, and that glorious, glorious noise, I can’t help but find myself falling in love with it.

And so, like the dog chasing after it, I feel the curmudgeon inside, who just found everything sort of unoriginal, turning into someone who just wants to chase after it.

If you’ve got a couple hundred grand to spare for me to buy a McLaren 675LT then, please do let me know. Right now, it’s exactly what I want.

Original article posted on Jalopnik

Getting an auto body repair estimate in Santa Barbara is an important first step to fixing a damaged vehicle. Whether you’re looking to correct damages caused by an accident or vandalism, an estimate is a valuable tool that can help you select repair services within your budget. Yet with all the different auto body shops and specialists available in Santa Barbara and Goleta, getting a fair and accurate repair estimate can seem overwhelming. Knowing the steps to take and what to look for in a reliable shop can make the repair process easier and help you get an estimate that meets your needs. Step 1: Speak with your insurance company It is important to talk to your insurance company before getting an estimate. Confirm any requirements they have on repair estimates, and obtain a list of approved repair shops that provide estimates to their specifications. If you already have a Santa Barbara auto body shop in mind, check to see if they’re approved by your insurance. Many state laws prevent insurance companies from requiring consumers to use any one specific repair shop. However, knowing your insurance company’s requirements for estimates is a key part of the repair process. Step 2: Shop Around Even with insurance, auto body repairs in can be expensive. That’s why it pays to get estimates from more than one auto body shop in Santa Barbara. When speaking with a specialist, take notes of what repairs they recommend and the projected costs of the parts and labor. It’s also important to get an initial estimate in writing, and to confirm if any additional costs will be included in a supplemental estimate. The Internet can also be a helpful tool for comparing estimates. Sites like InstantEstimator.com compile estimate reports based on your region, vehicle make and model, and the damage. Step 3: Know What to Look For Get to know the repair shops before finalizing your selection. Look for professionals who answer your questions as well as take time to explain what’s needed to fix your car and how much it will cost. Research can also be helpful in selecting a repair shop. Visit your local Better Business Bureau website for any complaints filed against a specific auto body shop. In addition, Assured Performance Collision Care is an online resource that lists repair shops throughout the country that meet important standards of performance and professionalism. Dealing with a car damaged in an accident or by vandalism is stressful. However, with preparation and planning, the search for an auto body repair in Santa Barbara doesn’t have to be. During visits to different auto body shops confirm information and ask questions before signing off on any initial estimates. Taking time to research repair businesses through available online resources can help you find a fair and accurate estimate from a reliable auto body specialist. Original article sourced from Autos.com