The Continental GT Supersport from Bentley comes in two models, the two-seater coupe and four-seater convertible. The model sent to MCL Motorsport was a European model which contained a number of items which were not applicable to North America, The two-day stopover of the GT Supersport convertible was a part of a tour of Bentley dealers across North America.

Packed with a 621 bhp Flexfuel twin-turbo charged 12-cylinder engine, the Supersports has the most powerful engine ever built for a Bentley. With the capability of reaching speeds of over 200 mph or 320 km/h, the Supersports is built for speed and it can reach 60 mph within 3.9 seconds.

The evolution of the Supersports’ design was very much an instance of  ‘form follows function”

This is the philosophy behind the Supersports as its lowered appearance never fails to catch the attention of anyone fortunate enough to feast their eyes on this engineering masterpiece. Its lightweight, carbon fiber recaro-type sports seat was designed to reduce the overall weight of the car. However, the seat does not have any power mechanism at all, all adjustments have to be done manually.

With a host of other practical features such as keyless entry and ignition system as well as an electronic Tyre Pressure Monitor. The infotainment console also allows the driver to operate any entertainment system inside the car.

Creating the most powerful Bentley road car ever, meant pushing the boundaries of 21st century technology.

With these features all in one car, the Bentley GT Supersports Convertible is an all-around vehicle that is far superior than any other Bentley on the road. The Bentley GT Supersports Convertible epitomizes form merged with function to create the most powerful Bentley ever designed to roam the streets around the world.

Jack be nimble, Jack be quick.

The 2008 BMW 128i is pictured above

MS: To call the One Series the Baby Beemers of the BMW family is a little misleading.  It erroneously evokes the idea that these cars are harmless little things, when in fact they are anything but child’s play.

RT: Well that’s what I thought when I first looked at the 1-Series, it was like geez, a car that I’d probably buy for my teenage kid, but not something credible for day to day use. Since I’ve driven one, my whole perspective has changed.

MS: Launched in 2008, the BMW One Series was born with the idea that driving enthusiasts, if educated, prefer high performance sports compacts over larger sports sedans.  The learned Europeans have been exalting the virtues of small being better for decades, the trick was to win over the North American customer.  Were we ready to give up our silly insecurities of size?  I mean up until very recently, we were a ridiculous automotive culture of SUVs!

MS: The BMW 128i and 135i are exactly the type of cars that can cause a cultural shift towards downsizing.

RT: For the record, I took out a 2010 BMW 135i from Brian Jessel BMW, Michael’s perspective is all about the 2008 128i, supplied by auto/ONE. Up until recently, I’ve been driving Michael’s ’08 128i and I’m not giving it up anytime soon.

The 2010 BMW 135i is pictured above

APPEARANCE:

MS: There will be no question as to the One Series identity. Even without a peek at its trademark twin-kidney grille and round headlights the athletic, sculpted look characterized by the strong shoulder line and prominent wheel arches defines it as a BMW.

RT: One unique thing about the car you’re driving, Michael, the 2008 1-series has “Year One of the One” embossed above the ignition button. A really nice touch which is ultimately going to make this model more sought after by collectors.

PERFORMANCE:

MS: The 128i engine is a 3.0-liter inline six makes 230 hp and 200 lb-ft of torque, and is wonderfully smooth and flexible.  My test car from Auto One had a 6-speed Steptronic automatic with paddle shifters. It was fun to use the paddle shifters for a short bit, but just popping it in drive and listening to the exhaust tone quickly changing its tune with the crisp shifts was almost as satisfying. My preference would have been the 6-speed manual, but then I am not sure if that would be the case if I had to sit in commuter traffic every day?

RT: I also got a 6-speed Steptronic automatic with paddle shifters. Manual is great if you’re on the track all the time but I think the automatic is more my speed – besides, have you seen it handle when you put the car into sport mode? It flies through the gears better than I could ever shift, that’s for sure.

MS: You can guide the 1 Series with gentle, measured movements or bully it and it always responds faithfully, doing exactly what you ask of it.

MS: Exiting a corner on the power is dazzling.  Charge hard into a corner and excellent braking pulls you back to rational speed. Look where you want to go and the car follows your eyes. It is light, nimble, agile and a thrill to drive. The car flatters your every move, making decent drivers look like experts and expert drivers look like heroes.  But get in over your head and BMW’s standard dynamic stability control will intervene to bring you back on course.

RT: I’ve seen plenty of videos on the Internet with the drivers bringing these cars into a drift around a corner. Not something I’d ever recommend but I’ll say they make it look really easy.

MS: So, the 128i has plenty of power. It looks great, hardly like the baby, entry-level BMW that it is. It handles better than the average modern-day vehicle, with true near 50/50 front-engine, rear-wheel drive balance. And unlike the 3 Series, you don’t see as many 1s on the road.

MS: That the 128i is missing a couple of turbos doesn’t mean that it is in any way a slouch. Acceleration is a decent 6.4 seconds to 100 km/h for the coupe and 6.7 for convertibles, and the handling is close to the 135i. It doesn’t have the punch of the 135i, but it still has most of the driving fun.

RT: In having driven both for an extended period, I can say both the 128i and the 135i have a number of characteristics that are unique to only their engine size – the 128i may not have the punch of the 135i, but it’s definitely lighter and gets off the line faster. It’s no lesser of a vehicle.

MS: Coupled with the cabriolet, as was my tester, the 128i is a wonderful way to enjoy a sunny summer day. The top folds in 22 seconds according to BMW and can be dropped at speeds up to 40 km/h – so no need to hold up traffic when the urge to go topless occurs at a traffic light.

RT: I tested that in my 135i too – I was truly amazed that the car could be in motion while the top was coming off. One thing to note, in the trunk there’s a latch that you push or pull – it makes space for the roof. If it’s pushed in, you gain more trunk room, if it’s pulled out, you have storage for the roof. It won’t retract without it and you may be left scratching your head.

MS: The 135i variant with its 300 hp is a serious performance car that will tempt enthusiasts looking for M3 performance on a budget.  This is the same inline six found in the 3 and 5 Series sedans, only powering a much smaller and lighter package. While not as quick as the new V8-powered M3, the 135i is certainly every bit as quick as the old M3. And they say quite possibly more fun to drive.  BMW says acceleration to 100 km/h is 5.4 seconds.

RT: It literally felt like 4 seconds! If anything, the car certainly feels right no matter what speed you’re going. It really responds to the pedal.

COMFORT:

MS: At the reasonably basic trim level of my test car, the 128i has all you need for serious driving, with no distractions. The Sport Package seats are firmly padded for excellent support and comfort, and the leatherette covering is as good as some leather. The pedals are arranged well for performance driving. Instruments and controls are placed for quick visibility and use. In all cases, the trunk has plenty of room for normal use, and far more than in any two-seat sports car.

So what’s not to like?

MS: A couple things:

The back seat.

MS: If you had three folks to go riding, you wouldn’t be able to convince anyone to take a day trip in the back seat. Why BMW would build a car with such all-but-useless rear seats is a head-scratcher. It makes more sense to direct one passenger drivers to the Z4 and have the One Series offering a thrill for those that travel in larger groups than two.

RT: I have sat in the back seat before, it isn’t as useless as some sports cars – I’ve also driven a couple home in a similar situation. It wasn’t too much of an adjustment to accommodate my guests, so don’t be too hard on it. Of course, if you’re as tall as Shaquille O’Neil, you’re probably not looking for a sport compact nor are you going to fit any vertically endowed person in the back seat. The back seat works well for short trips, kids and pets. It especially works well once you put the top down.

The price.

MS: The One series isn’t much cheaper than the Three Series, especially if you get some of the options that BMW is so fond of making you pay for.

RT: Definitely a strategic item from BMW, from the get-go they’ve been touting the 1-series as a credible grown-up series for the enthusiast – I think they’ve hit the nail on the head.

Bottom line:

MS: For people who don’t really need a back seat except in a pinch, the 1 Series might be as much BMW as they need.   If you think a car should be fun to drive, the BMW One Series re-defines fun. I’m sure it will have you looking for a new home with a more challenging commute.

RT: Sounds right, plays right, feels right.

The Quattroporte Sport GT we reviewed previously has nothing on this car. If there were one word to sum up the 385hp V8 GranSport Cambiocorsa, it would be ‘tight.’

Once started, the engine rumbles at a low and intimidating growl that sounds like sex, money and power. After that, you’re rolling down the streets like a king (or queen) and nothing can stop you. You float through the gears of the six speed F1 paddle-shift manual effortlessly, going from 0 to 100k in 4.8 seconds and everyone in your path that hears you coming at them promptly gets the fuck out of the way. Read more after the jump.

Oh yea, it’s a Maserati baby and there’s nothing like it. Sporting the same gearbox and engine as the Ferrari F430, no wonder why it’s such a sexy car.

Being a GT or granturismo, the artful balance of speed and comfort weighed heavily on the engineers who built this beast and in our opinion, they’ve hit the mark. The folks at Car and Driver are best quoted as saying, “The Maserati has a compliant no-surprises touring suspension that invites anyone to risk his license but not his lunch.”

In our minds, the 7-Series is the undisputed king of the road. Packed with every single bell and whistle you could ever imagine and finished in such an attractive package that people just stand and stare, you definitely want to own one. Read more, after the jump.

At the very least, consider taking one for a drive, if not just for the experience. From the moment you sit in the cockpit, you are greeted with comfortable temperature-controlled, fully adjustable, leather seats. The new re-designed i-Drive system helps you control the car’s environment, the sound system, connectivity and more.

Switch on the driver-side butt massager, activate the ‘gentleman switch’ to adjust your co-pilot’s seat and jet off into the sunset, never looking down because you have a heads up display that tells all, a reverse camera that tells you your current trajectory and what the car is capable of and side view cameras in case you’re pulling up close to a wall or perhaps you just want to see what’s going on a knee level beside the car. Either way, the electronics for this car are impressive.

So what high tech features are worthy of talking about? In the 750Li we drove, all of them.

Take the i-Drive ‘knob’ on the centre of the console. I recall being greeted with a large knob in the middle of a BMW some years ago. The system was clunky and in some cases, for fear of wrapping the car around a pole, I stayed away from it. The new i-Drive is a little more approachable and has shortcut buttons for frequenly used features like the CD player, radio, telephone and navigation.

Beside the shifter, there is a switch for the ‘driving dynamics control.’ With this switch the car’s chassis and behaviour can be set to COMFORT, NORMAL, SPORT and SPORT+ modes dependant on your mood or passengers with the fully-blown SPORT+ mode turning off the car’s traction control and unlocking all of the power of the car’s 400hp 4.4liter twin turbo V8 engine (the same engine they have in the new X6 but mis-labeled, shouldn’t the car be called something similar to the 745Li?)

The heads up display is something else – now you don’t have to look down or at your screen to tell how fast you’re going. What’s better is that the navigation system also feeds the driver with cues through the HUD.

The gauges are simple and uncluttered – a speedomoeter and tachometer dominate the view with a smaller reading for fuel level and engine temperature with a small user-definable digital readout.

The center screen and console clearly defines everything you’d ever need access to. Audio volume and temperature can be quickly adjusted with knobs. Navigation readouts, satellite radio information, vehicle information or whatever your hearts content can be displayed on the screen as needed, when needed.

And that’s only a handful of features – don’t even get me started on how you can copy CD’s onto the multimedia library on the car or how each back seat has its own screen, separate audio output jacks, USB input jacks and more  for unhindered DVD viewing, music listening or if you truly have a backseat driver, navigation system control.

Downsides? Not many.

The rear passenger windows and the rear window have privacy and sun shades. Only the rear sun shade is controllable in both directions from the front of the vehicle. If a shade goes down on one of the passenger sides (say someone wants to open a window,) you have to raise it from the back seat.

The passenger seat doesn’t have a butt massager leaving for a passenger who may steal away the role of driving the vehicle from you.

The car’s six-changer doesn’t read Blue Ray DVD yet – look forward to this addition in future models.

The entry key is humungous. It doesn’t fit well in your pants pocket at all.

Small stuff that definitely doesn’t stand in the way of the car’s awesomeness.

When Brian Jessel labels his cars with ‘the Ultimate Driving Experience,’ he isn’t kidding.

Pictured above, the go-to-guy at Edgewater Casino, looking more like James Bond, a few lovely ladies, in front no less than the Audi R8. Catch the original release, after the jump.

The original release:

Vancouver, BC… The stars will all be out. But we’re not talking about ordinary Hollywood-type celebrities; these are stars with names like Ferrari, Maserati, Porsche, Rolls Royce, Bentley, BMW, Mercedes Benz, Lotus, Aston Martin, Spyker, Jaguar, Lamborghini, Range Rover, Saleen, Audi, GM and  Lexus.

Over 20 million dollars worth of cars will be on display at the Edgewater Casino Luxury + Supercar Weekend September 12 and 13 at the Plaza of Nations. A motoring occasion unlike any other, the two-day Plaza of Nations event rolls out the red carpet to the world’s finest collection of both luxury automobiles and supercars, including the world’s fastest Enzo and the car that started the term Supercar, the Lamborghini Miura, as well as exclusive never-before-seen personalized supercars from an elite group of private collectors. Because they’re not profitable for manufacturers, only “small batches” of these engineering marvels are made, and sold to collectors before the public has a chance to see them.

You’ll be among the first to catch the invited stars like the Buggatti Veyron 16.4 coupe, Bugatti Veyron 16.4 Grand Sportes, the Lamborghini Murcielago LP 670-4 SuperVeloce, Mercedes Benz S400 Hybrid, and the Mercedes Benz 2010 E Class Sedan, all making their Canadian debuts, and the Maserati MC12, Saleen S7 Twin Turbo, and Spyker, in Vancouver for the first time.

Combine this intoxicating, once-in-a-lifetime collection with stylish guests, lovely models, BBQ, premium beverages, a DJ, live entertainment, the chance to meet the owners of some of the elite supercars themselves, all in a beautiful waterfront setting, and you’ll see why this boutique-style event is the must-attend end-of-summer party. It’s the perfect occasion for entertaining friends and clients or even do a little browsing for your own driveway.

“The coming together of high-end car enthusiasts and dealers is a natural extension of our mutual appreciation for and enjoyment of these marvelous machines,” notes Herb Mills, Sales Mange of Bentley Vancouver, a division of MCL Motor Cars, which is participating in the show. “This is a show not to be missed.”

Weissach’s Asgar Virji echoes Herb’s sentiment. “We are excited to be involved in the first show in Vancouver that focuses specifically on luxury and supercars,” says Virji, who will be on hand as Lamborghini Vancouver rolls out the New Lamborghini LP560 SPYDER, as well as the super light, super fast LP670 SV. “The true and purist car enthusiast will be thrilled to see the new EXIGE 240S and the purist edition of the ELISE 190… Lotus of Vancouver is proud to be a part of the supercar showcase.”

The Luxury + Supercar Weekend is all about cars, but it’s also about food, parties and Vancouver, as guests are invited to take in dinners Friday at Le Crocodile (60^th anniversary of Porsche dinner) on Saturday at La Terrazza  (the Supercar Dinner) and after-parties Friday at Bar none, Saturday at Pop Opera.

General admission and VIP show tickets are now on sale.  Tickets are $20.00 and $75.00 plus service charges and are available online at www.wanticket.com, or commission free in person at Edgewater Casino Guest Services, and will be sold at the door (subject to availability).  For more information, visit www.luxurysupercar.com.

Introducing the 2010 Aston Martin DBS Volante

The DBS Volante packs a 510 horsepower 6 litre V12 engine, has a  top speed of 307 km/h, can accelerate from 0 to 100km/h in 4.3 seconds and is convertible  – in other words, not to shabby. Priced at between $300,000 and $350,000 a pop, we can only speculate that a few people in town would be sufficiently privileged to ever even drive one. Unless, of course, your name happens to be James Bond.

Thankfully for us, we did get a chance to take an outing with the dream vehicle, but not without some serious supervision by Morrisport Advanced Driving’s own Tony Morris Jr. Read more after the jump.

Introducing Tony Morris Jr.

Tony Morris Jr. began his racing carreer in 1980 and has since taken some big victories and serious honours on the racetrack including victories at the Vancouver Molson Indy SCCBC Invitational in 2003 and 2007 Edmonton Indy NASCC GT Invitational.

So, what’s cooler than taking one of the hottest cars in the city with one of the most accomplished drivers you’ve ever met in tow? Not much, and we have the live streaming from Qik.com and (better quality) video on YouTube to prove it.

In the video below, we demonstrate the Bang and Olufsen audio system and then we take the car for a short drive in the endowment lands at UBC.

Live-streamed video may be choppy, be patient. In the following live-streamed video, we are greeted by MCL Motors’ John Brady who is preparing the vehicle for our visit. With the top down, the 13-speaker Bang & Olufsen stereo system recalibrates itself to compensate for the loss of the roof and the extra ambient noise.

In the following video, Tony Morris Jr., always a proponent of proper driver education, talks about some of the instrumentation in the Aston Martin DBS Volante.

In the following video, Tony Morris Jr. discusses some of the features of the Aston Martin DBS Volante.

Out of all the cars we’ve driven including Bentleys, Maseratis, Ferraris and the likes, we’d have to say the Aston Martin DVS Volante definitely sits in a class of its own making for a really elegant ride.

Find out more about the Aston Martin DBS on MCL’s website, HERE.

You never saw it coming but there just may be a classic Ferrari for you in 2009.  And no moustache, hairy chest, or floral Hawaiian shirt is needed for you to play Magnum P.I. this time around.

What a car. What an ego trip.

The 1987 Ferrari 328 GTB Berlinetta I drove courtesy of www.affinityauto.com might not have been red in colour, but it certainly had the unquestionable Ferrari appeal.

The whole driving experience was larger than life.

The last time I got such a “drop your jaw, point and stare” response from passersbys was when I ran with some frat boys through UBC campus – pants down, family jewels shrinking in the autumn air, shouting  “We’re going streaking, we’re going streeaaakiiiiin!” And though I don’t remember much of that experience, I am absolutely positive that the gawking then was not the same as the gawking of awe I bathed in when in the Ferrari (HERE).

I mean really, when was the last time you’ve come out to your parked car and had admirers begging you not to drive away so that they could continue to ogle and gape?  Seriously, no joke!  This 22 year old sex machine has buckets of curb appeal, and as long as you’ve got the keys in your pocket, apparently so do you.

What car.  What a ride.

With a 0-60 in under 6 seconds and a 260km/hr top speed, the Pininfarina designed classic is a testament to Ferrari’s technological legacy.  Two decades may have passed, but the Berlinetta can still hold its own quite nicely among today’s sport cars.  But stat comparisons aside, where the Ferrari outshines its contemporary counterparts is in its visceral, all encompassing, give me 100% of your attention driving experience.

This is an Italian stallion that requires a little manhandling.  There is no power steering or power brakes to offer aid as you rocket forward with the 270bhp V-8 engine screaming behind your head.  With all of your senses alert and engaged in the exhilaration, it’s as if every bit of acceleration and lateral cornering is felt raw.  The experience is primal and your body responds with adrenalin accordingly.  The Berlinetta takes you back to a time when man and machine played with Einsteinian physics without the help of computer assists and fly-by-wire safety nets.  It’s a driving experience that is arguably no longer available in today’s machines.

What a car.  Why you should own it.

$50-60 grand and you are in.  But then the question of insurance and maintenance comes up, and you might wonder if you can really afford it?  You can.  And here is how:

Collector Vehicle Status

To qualify for collector plates, your vehicle must be at least 25 years old and in good condition. Basically a car maintained or restored to a condition that ICBC considers to be of collectible value.  Other than safety improvements, it is important that your vehicle’s components and condition be consistent with the manufacturer’s original specifications.

But to get a car to qualify is not as arduous or as complicated as you might think.  All you have to do is submit a bit of paper work with a dozen or so photographs of the car in question.  In short, you have to jump through a few hoops.

The beauty of the thing is how affordable insuring a vehicle becomes once it is designated a collector vehicle.  A comprehensive insurance package that includes fire, theft, vandalism etc. will cost you approximately $300 per year.  Yes, you read that right, 300 loonies for a year’s worth of driving!

There are a few catches, but no biggies if you ask me.  Your collector vehicle can be driven as much or as little as you want, but it is not to be driven (legally) to work or to school.  And with that said, you have to have a second vehicle insured in your name.  This primary vehicle can be anything.  A scooter that you insure but drive only on an occasional sunny weekend qualifies.

So let’s take the conversation back to the 1987 Ferrari 328 GTB Berlinetta.   In less than 3 years the car qualifies for collector vehicle status.  Considering the beautiful condition of the car, acquiring collector’s status is just a matter of taking a few pictures and completing a bit of paperwork.  After that, all you need is a garage spot and the patience to perhaps hold off on driving the car in the winter.

At $50,000 your new Ferrari is now done with its depreciating.  Get the collector’s status and take care of it and you’ve got yourself an appreciating investment.  And with the affordability of collector vehicle insurance, who gives a rat’s hiney if your annual tune up sets you back a grand?  Your aging Ferrari gem will be an investment that can stroke your ego a lot better than the $50,000 you parked in a condo downpayment last year.  Remember, the investment in which Bob Rennie promised you that prices were only going to go up and up?

Last I checked the Berlinetta at affinity auto was sold; but no worries, they are always acquiring new stock.  And in the meantime check out the 1983 Ferrari 308 GTB offered for $55,900 HERE.

Or for that matter, check out the dozens of other exhilarating potential Ferrari investments at www.ebaymotors.com

Now you’re driving the retro Ferrari with the 80′s music blaring.  Go ahead, shrug your eyebrows up and down twice and call yourself Tom.  I dare ya.

Possibly the most timeless and iconic automobile line in autodom, the 911 underwent a significant overhaul in 2005.  Countless engineering upgrades, with about 80 percent new componentry, and once again Porsche’s rear-engined wunderkind joyfully reinforced the look that it sired back in 1964.

Modestly updated for 2006, new all-wheel drive Carrera 4 and Carrera 4S models joined the rear-wheel drive Carrera and Carrera S models that were introduced for 2005. A cabriolet version also joined the 2006 Porsche 911 lineup, with a Turbo later released as a 2007 model.

Exterior:
Internally codenamed 997, the 3.6-liter, 325 horsepower Carrera I drove was a gorgeous, shiny, metallic black.  Riding on standard 18-inch, 5-spoke alloy wheels, the fluid 911 lines begin with bi-xenon headlamps and finished with an aggressively sleek whale-tail that’s attached on the auto-deploying rear spoiler.  Devoid of extraneous trim, the low, smooth-bodied car has that head-swiveling holy mother-of-gawd Turbo look that makes grown men quiver and ladies swoon.

Interior:
The 911′s interior is one of clean layouts and functionality.  You face a large tachometer with the ignition in the dash to the left of the steering column; a nice little 911 Le Mans oddity that gives you that “I am unique!” kinda feeling every time you start her up.  A tilt-telescoping steering column, multiple power assists, cruise control, and keyless remote entry are all nice features that come standard.  In particular the affinity auto Carrera I drove included the Sport Chrono Package Plus system with its sport button in the center console, analog and digital chronometer, aspirated engine possibilities, as well as adding the ability to adjust lighting, wipers, AC and door locking to suit personal preferences.  Couple the above goodies with a high-end Bose sound system that pumps digital surround sound via 14 speakers and a 7 channel amplifier that automatically adjusts tone and volume to compensate for ambient noise, and boom-boom brother, you got yourself one heck of a fine ride.

Considered a four-passenger automobile, the 911′s firmly bolstered, leather-swathed front seats offer torso-gripping six-way manual buckets that have plenty of space for pilot and co-pilot.  This said, backseat riders are in for a squeeze.

Squeeze-shmeeze!  Puh-lease, who cares?

Use the back seats for what they supposed to be used for: golf clubs, women waiting for a ride in the front, and inevitably your kids.  Yes, the “four seat 911” is a beautifully designed Porsche strategy that keeps the “I’d rather eat staples!” mini-van/SUV days delayed and out of your life for as long as possible.

In a sense, the 911’s cockpit is a place designed for serious driving; a space that fits perfect for most driving enthusiasts (if you’re over 6’5”, you need not apply) with an added benefit of having outstanding visibility in all directions.  The Porsche is a comfortable car for soaking up the miles, one by gloriously quick one.

The Drive:
The road up Cypress Mountain is the road I like to put cars and motorbikes through their paces.  The two lanes up are truly magnificent, and since it is a “dead end track,” vehicles beg to be driven aggressively up it.  Confused?  Let me explain.

I drive up the mountain the first time nice and relaxed.  I look for new pot holes, debris on the road, anything that might surprise me in my upcoming test drive… including police cars lurking in the shadows.  Once at the top of the mountain I turn around and do the same careful scanning coming down, making sure to keep an eye out for anything that may be traveling up the mountain as I head down.  Upon reaching the bottom of Cypress Bowl Road I do what is arguably my favorite legal u-turn in the whole wide world and head back up the mountain.  Only this time I know there are no surprises that await.  The second trip up traditionally takes a shorter amount of time than the first…

During my car testing I had the Porsche Stability Management system on.  I am not a practiced drifter at the best of times, and in near freezing conditions with a borrowed car, there was no way I was taking off the traction and skid control offered by the computerized assist.

That said, the 911’s stability and traction is like no other car that I have driven.  Slinging around the curves up Cypress, it railed through unbelievably.  Drive her hard into a corner and she announces her formidable limits with benign understeer; lightly roll off the throttle and her nose comes right back on line.  And considering the car’s rear engine and 60% rear-weight bias, Porsche has done a stupendous job keeping the tail from wagging with happiness.

An energetic 4.8 second 0 to 60 mph complemented by “Is this Superglue?” handling.   Power steering that progressively quickens as you ask for a sharper angle.  A stiff chassis, and on this car, Continental ContiSport Contact 2 tires that inspired maximum confidence on any road conditions.   An exhilarating quickness that anyone with a pulse should appreciate.

Stopping power is equally intense, thanks to virtually fade-free ABS brakes fortified with large rotors. Aiding the precise, on-center control was the Porsche Stability Management (PSM) system, which combines skid control and traction, and uses throttle and ABS at its heart. The PSM system also detects abrupt lifts of the gas pedal and, assuming that means emergency braking is about to start, gently boosts the brake system’s hydraulics, so that the pads are lightly caressing the rotors even before the driver’s shoe hits the brake pedal. Strike the brake firm and an assist system speeds the brakes to full power milliseconds before the pedal travels to the floor.  And these brakes are gripping discs more than a foot wide, front and rear.  The 911 stops on a dime, literally!

The car I drove was a tight and quick six-speed manual.  Tiptronic?  No thanks. This is a sports car, a world-class performer.

This car is for you:
Yes, you can drive it to work, but despite its accommodating nature, you must be prepared to accept a few 911 compromises.  A little cabin noise from the engine ruffs, a periodic pang of ride harshness, and some trunk space limitations are fair tradeoffs for the stunning driving experience the wunderkind delivers on demand.

The 911 bridges the gap between the realm of German sedans and rare Italian super car cliques, and then goes beyond.  Arguably, it is its ability to be an everyday ride as well as a sunny weekend exotic that puts it in a class of its own, thereby making it the legend that it is.

The state of our economy is troubling.  But let’s assume that you are in position that allows you not to worry about future employment, in which case then there really is no better time to borrow money for a 911.  The interest rates today are arguably the lowest they will be in our lifetime.  If you’re borrowing to buy your dream car, this is the time to buy.  Add dirt cheap money to the fact that every, and I mean every, dealership is very hungry and ready to cut prices to make you a deal…

Play it cool and you’ll be walking out of the showroom with a near new 911 for a price that will make you feel smart even before you feel studly behind the wheel.

They weren’t messing with ya when they said that “there is no substitute.”

Papa Ferrari has sown new heathens, and all of their names begin with Maserati.

Background:
The 1980s were an especially dark time for Maserati, with the Biturbo having a reputation for being unreliable and rather plain. In the early nineties, the Maserati stopped importing cars into North America completely, with fiat buying the company in 1993.

In 1997 the Biturbos were halted and the factory closed for a total refurbishing. With Maserati in a vulnerable state, Ferrari initially bought 50 percent but went on to acquire full control of the name shortly thereafter.

Upon rebirth, Maserati produced two world-class cars: the four-seat Coupe and the two-seat Spyder roadster. With the availability of an F1-style gearbox, powerful V8 engines, and vastly improved build quality, the new Maserati cars were introduced to the U.S. market for 2002 and have restored status to this Italian sports car once again.

2005 was a transitional year for Maserati. The year saw the reintroduction of the Quattroporte luxury sport sedan, which is now accompanied by the voluptuous GranTurismo coupe, as well as the company’s split from Ferrari. Today’s Maseratis may lack the cachet of the marquee’s Italian rival but they hold the advantage of being considerably more affordable while still offering vehicles with supercar performance and sexy Italian styling.

My Drive:
Driving a 2007 Maserati Quattroporte Sport GT off of the auto/ONE lot, the exhaust note immediately commanded my attention; the Ferrari supplied V8 under the skin made such a beautiful bark. The jet-engine-in-need-of-a-tune-up sound was so guttural, so bass. Yes, the throaty Maserati makes Germanic luxury sedans sound… how who should I say this, umm… ahh… dare I say, pathetic?

With no true manual transmission, the Quattroporte Sport GT DuoSelect system offers modes that are purely automatic, purely paddle, or a blend of the two. I found the DuoSelect F1 transmission most entertaining when paddled through its 6 gears. In aggressive driving the paddle shifts were a little drawn out, but when the gear popped, boy oh boy was the surge breathtaking.

You might think it to be sacrilegious not to have a true manual with an Italian car that has a Ferrari supplied V8, but in this case it works. The Quattroporte is for the comfort-seeking demographic, the weekend warrior with discerning tastes and a flare for mischief.

For a car of its size, I was pleasantly surprised at how well it dove in and out of corners. Unless provoked horrendously, the Maserati maintained rigid and didn’t shift its girth. It is superbly controlled, utterly without float, and yet never harsh or jiggly. And despite the ultra-low-profile tires, comfort issues are nonexistent. The GT’s ride is the near side of ideal.

Appearance:
If a 400-hp, 4.2-litre V8 connected to a 6-speed paddle-shift transmission doesn’t impress, just take a look inside. Apart from a few carbon fiber accents, the interior of the Quattroporte had black leather everywhere. As Maserati says, it offers “the kind of couture luxury that only the lucky few can afford.”

Heading outside, marking the Quattroporte as a real Maserati, the legendary trade-mark trident is branded in the center of the chrome-framed front grille. The car’s styling is antagonistic, yet elegant and manages to be free of even the slightest hint of fussiness. The side profile of the car is dynamic thanks to three air inlets on either side of the front end, while the headlights being set slightly back from the grille accent the aggressiveness of the car’s nose. The Quattroporte is a big refined car that manages a look of sport easily.

Unfortunately the Quattroporte’s tail end is weak in its styling. Outside of the dual double exhausts protruding beautifully from the mid rear bumper skirt and the “Maserati” written in cursive chrome above the rear license plate on the trunk, the Italian menace’s derrière unfortunately resembles the forgettable tush of an early ‘90s Honda Prelude.

I have mixed feelings about the standard 20-inch wheel/tire package. Badass though they are, the ‘20s sidewalls look a bit petite in the Quattroporte wheel wells. That aside, my car was finished in beautiful gun metal gloss paint that was coupled with big red calipers behind aluminum rims. It all made for a very sharp body combo.

Bottom line:
If you want to make your neighbor’s S-Class look Plain Jane, if you want an executive sport car with a rear-biased 47/53 percent weight distribution, nimbly communicative and weighted steering, and, of course, a Ferrari-supplied V-8, well then, the Sport GT dives into corners and rockets along rolling mountain roads like no other sedan this side of a BMW M5.

I think that there is a saying, something like, “Every man likes a lady in public, and a whore in bed.” This little zinger aptly applies to the Quattroporte, which will gladly behave like a passionate Italian gal in a red dress, and yet if asked will behave like a virtuous Roman Catholic bishop too.

And it is this warmth and passion that allows Maserati to distinctly separate itself from its German counterparts. Devoid of the mathematical laws that encompass the German technicalities of speed through calculus and physics, the Italian competitor’s fervor flies fast. The comparison is between it and the M5, and give or take 5 grand, both are relatively similar in 2nd hand price point, and stats. But here is where they differ, only the one is exotic.

The Quattroporte Sport GT’s style, composure, and warmth of implementation make it a most enviable automobile. Couple its $112,200 list price that’s now floating half that with barely used 2007 models, and well, who would have thought a Italian prima donna could be so affordable?

A race car camouflaged as a street car.

Background:
BMW established their Motorsport (M) division in 1972, with the M offshoot being designed to facilitate BMW’s racing program. Simply put, it was about taking a 3 series and modify into a street legal race car. At the time, these special “M” cars were given to contracted BMW racecar drivers, to be used as their personal vehicles when driving in public. But that didn’t last long, word got out, and soon the über-mechanics from Munich were graciously sharing their “schnell” passion with anyone who was interested in driving fast.

Now, some people will argue that BMW invented the “super-sports sedan”, while others espouse to another German brand or two, but really it’s all irrelevant, for every one agrees that the “M” badge on the BMW 3 series has played an integral part in defining the category.

My Drive:
“Mein Gott im Himmel” what have the Germans done? Can some one please grab a German-English dictionary for me; I need to know whether the German word “schnell” translates into “Motorsport” in English?

Wow, is this car a grin of a drive! Accelerating and decelerating is so precise, sharp turns come effortlessly, and before you no it the M3′s reflexes confuse you into believing that you are a way better driver than you actually are. It’s easy to forget the M3′s engineering when your ego is being acknowledged every time you hop behind the wheel.

One more thing, actually no, two more buttons:

Button #1, the Sports Mode button- this little button lies next to your gear shift. It is there for you to decide whether you want to drive an unleashed beast or a tamed animal. Activating the “Sport Mode” unleashes the M3′s full range of power. With it off, one can actually pretend to be civilized.

And button number #2, the Dynamic Stability Control (DSC) button- this little button is also positioned near the gear shift. It is there for you to decide whether you want to slide and drift with the unleashed beast or whether you prefer to drive with the aid of a safety net. When activated, DSC allows the car’s computer to assist in which wheels and brakes need to be manipulated in order to maximize grip and control.

Fish tails anyone?

Only once did I drive with the sports mode activated and the DSC disengaged. Let’s just say, I don’t recommend it unless there is no traffic around, or you are alone in a Wal-Mart parking lot.

Appearance:
How does exterior of the M differ from the rest of the 3 series? The M3 is a tougher, edgier-looking BMW. Its four pipes poke aggressively out the back, the car’s fenders are flared to accommodate the fat tread on the 19″ alloy wheels, a functioning rear spoiler reduces lift and drag, while the larger intake in the front breathes more air into the engine. These understated changes to the car’s exterior are as much about cranking up performance as they are about subtly announcing that this isn’t just a garden-variety 3 Series.

The interior of the M3 that I drove was black, with accents of brushed aluminum. The combo makes for an absolutely beautiful, yet distinctly masculine cabin. The car’s black leather seats hug you with lateral support; as soon as you sit in them you are immersed in the cockpit of the car. And like the feeling you get when you slide behind the wheel, everything about the car is about power. Power mirrors, power door locks, power sunroof, power heated seats, the powerful Harman Kardon audio system with audio steering wheel controls, it’s all there. Yes, of course the perks of a high-end European sports sedan are a given on the M3.

None the less, with that said, you don’t buy an M3 for its power sunroof. This car is about its engine and man oh man, what an engine it is.

Stats:
At 338hp the M3 bangs through its 6-gear manual transmission in a 5 second 0-100kmh, and a 13 second ¼ mile. Mercifully the M3′s top speed is electronically limited to 248kmh. And when you couple this phenomenal engine with a tight racing suspension, a suspension that allows you to fling yourself beautifully through the curves…it quickly becomes apparent that you are driving one of the finest and most exhilirating high-performance cars on the planet.

Feel it:
Okay, so the stats are impressive, so what? How does all that translate into real, every day driving?

The M3 makes you feel like Indy racer when taking off from a stoplight or cutting through corners, it’s the kind of car that will have you running up to Squamish in order to pick up a litre of milk. Who is the M3 for? The M3 is for you if you want to feel like a race car driver on your daily commute, if you want a high-powered machine that can outperform most cars on the road, but without the flash of many sports cars. This BMW is for car enthusiasts, little Hanz in his fancy lederhosen need not apply.

Oh, and I almost forgot. Walking is for wimps.