Panoz Esperante--D&M Motorsports Video Test Drive Review 2012 Chris Moran
SEE OVER 100 IN-DEPTH AUTO REVIEWS @ www.SUPERCARNETWORK.com. A first drive for Chris in the Panoz Esperante. Presented by D&M Motorsports, hosted by Chris Moran.
Our intentions were good. This would be the first magazine to pit two similarly priced, low-volume, Ford SVT Mustang Cobra-powered sports cars from a pair of young and eager companies in a breathtaking shootout.
The fatal flaw was the timing. Qvale Modena is already shipping Mangustas to customers. The company diverted one for this test and certified that it was fairly representative of that which citizens of the land may purchase. On the other hand, Panoz Auto Development Company in Hoschton, Georgia, is still developing its Esperante. It did produce a prototype with Irish-green paint and oatmeal leather for testing, but the car was clearly yanked out of the oven while still a little squishy.
Regular production of the aluminum body panels had yet to begin, the interior is still undergoing minor revisions, and raising the unperfected convertible top occupied two engineers with tools for 20 minutes. In short, the Esperante's test numbers have too many asterisks to be used in an honest comparison with the Mangusta.
Not to say that the time spent with the Esperante was a complete waste. The Panoz shows promise of maturing into a shapely, competent roadster, and Danny Panoz promises the first buyers will be able to unload their extra $81,961 on one by this fall, once he obtains tops and bodies for the 100 or so completed chassis sitting in his factory.
That's just a few thousand clams shy of the Mangusta's price, but philosophically, the Esperante is a completely different animal. Panoz splices in far more Mustang DNA, including the steering rack, the ABS-equipped brakes (not available on the Mangusta), the independent rear suspension (IRS) module, and parts of the floorpan and fire wall. After modifications, those bits bolt to a space frame of interlocking aluminum extrusions that form the main structural skeleton.
Oddly enough, despite the high Mustang content, the Esperante feels less like a Mustang than the Qvale does. Panoz is aiming for a more classic sports-car experience and succeeds in part with a lower driving position, a compact three-spoke steering wheel that neatly conceals its airbag, and two pontoon fenders that bracket the view out the windshield.
The crisply tuned Panoz also behaves lighter on its feet. It turns in with Ginsu sharpness and bites the pavement hard in corners. But the Esperante demands a smooth hand near the limit because the rear end is easy to fluster and difficult to collect after it breaks loose.
Blame may lie with the Cobra's IRS module. Ford engineers designed it first and foremost to bolt directly to the Mustang's live-axle pickup points, sacrificing weight and performance for packaging convenience. Panoz adds only a cantilevered coil-on-shock assembly to make it work in the Esperante's space frame. Perhaps more tweaking will get the Panoz and Ford ends working in better harmony.
Throttle response is lustier in the Panoz, and it trounces the Mustang Cobra and the Mangusta in acceleration and braking. An oppressively boomy, low-restriction Exhaust may have helped contribute to the scorching drag-strip times. Danny says they are still tinkering with different systems.
Since it last appeared on these pages (January 1999), the Esperante has experienced some noteworthy revisions. "Nobody liked the pursed lips," admits Danny, so Panoz widened the tiny oval mouth that gave the first Esperante a face out of The X-Files. Inside, the company inched the shift knob closer to the driver by installing a remote shift linkage. It also repositioned the center-mounted gauges so that their binnacle is flat to the panel a la BMW Z8. Fine, except that they are even harder to read quickly and the reflection of the sky washes out the dials.
The Panoz may need to bake some more, but with Qvale out booking sales, the temperature should be hotter than ever.
Panoz AIV Roadster Loud sound
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Chris Ashworth records a very rare Panoz AIV Roadster revving and driving
away. AIV stands for Aluminum Intensive Vechicle. This car has the engine
of a Mustang SVT Cobra.
Range Rover Sport HSE--D&M Motorsports Video Test Drive and Walk Around with Chris Moran
An in-depth look at a 2006 Land Rover Range Rover Sport HSE with Chris
Moran. Presented by D&M Motorsports. www.dmautosales.com
The Land Rover Range Rover Sport is a premium SUV that represents a shift
in focus for this SUV-oriented luxury brand. While traditional Land Rover
models have combined unbeatable off-road performance with the amenities of
a luxury sedan, the Range Rover Sport represents Land Rover's first entry
into the burgeoning high-performance SUV arena. It is designed to offer
sporty road manners and traditional Land Rover luxury without completely
sacrificing the go-anywhere abilities of other Land Rover models.
Despite its name, the Range Rover Sport is actually a modified and
shortened version of the old Land Rover LR3. As such, the Sport is the
smallest and most nimble SUV in the company's lineup. Overall, it is an
enjoyable and luxurious vehicle to drive as well as look at. Shoppers
seriously interested in getting maximum on-road performance out of an SUV
would probably be better served by a few of this Land Rover's competitors,
however, as they are able to deliver better acceleration and handling.
Handling performance is a definite step up from other Land Rover models.
The Range Rover Sport is the first Land Rover to offer the company's
Dynamic Response suspension system, which is standard on the Supercharged
model and optional on the HSE. Land Rover says that this
computer-controlled system senses cornering forces and automatically
adjusts the antiroll bars to optimize body control and handling. Dynamic
Response works as advertised, giving the Range Rover Sport a more agile
feeling when the roads get twisty, as compared to previous Land Rovers.
Off-road performance is still within the Range Rover Sport's repertoire as
well. A permanent four-wheel-drive system with a two-speed transfer case is
standard, and features an electronically controlled, infinitely variable
locking center differential that automatically distributes the available
torque to both drive axles as needed. Additionally, the Range Rover Sport's
Terrain Response System assures that the driver will be up to nearly any
off-road task. It offers five different settings that adjust throttle
response, gearchanges, vehicle ride height and the differentials to
optimize mobility in varying environments, ranging from pavement to sand.
Land Rover is also synonymous with luxury, which doesn't take a backseat in
the Range Rover Sport. Just about any premium feature that you will find on
most luxury sedans, or any of its luxury SUV competitors, is available on
the Range Rover Sport. The same holds true for safety items, with the usual
complement of airbags and electronic crash-prevention aids.
Unlike the Sport's older cabin design, the current RR Sport offers the sort
of ambience its big Range Rover brother has been renowned for. Occupants
are surrounded by supple leathers, rich wood trim and top-notch materials,
while the dash design is not only visually appealing but easy to use as
well. As always, though, the Sport isn't as passenger-friendly as its Land
Rover siblings. Headroom can be at a premium, and the backseat is best
suited for two people.
We are impressed with the Range Rover Sport's dual-natured capabilities on
and off-road. Its 5.0-liter V8s provide the sort of power this hefty truck
requires, and the cabin yields the luxury its well-heeled customers
deserve. However, besides the above concerns, there's also the matter of
its thirsty fuel consumption and Land Rover's poor record for reliability.
Used Land Rover Range Rover Sport Models
The Range Rover Sport debuted for the 2006 model year and is still in its
first generation. However, there are notable differences between the
current model and those made from 2006-'09.
Originally, the HSE was equipped with a 4.4-liter V8 that developed 300 horsepower and 315
pound-feet of torque. The Supercharged model was equipped with a 4.2-liter
V8 that, logically, employed a Supercharger to produce 390 hp and 410 lb-ft of
torque. However, the relatively high curb weights put a damper on
performance and fuel economy for both models. Both engines were backed by a
six-speed automatic transmission with different tuning than the current
2001 Qvale Mangusta Start Up, Exhaust, and In Depth Tour
In this video I give a full in depth tour of the very rare 2001 Qvale
Mangusta. I take viewers on a close look through the interior and exterior
of this car while showing details, over viewing of features, and noting
unique styling cues to the vehicle itself. I also show the engine and the
details of it, start it up and see how it sounds under acceleration. A
thorough tour/review of this car designed to give others a greater overall
appreciation of the vehicle.
Thanks a lot to Hendrick BMW in Charlotte, NC for allowing me to make this
video! For more info on this car as well as others visit
Very rare Panoz Esperante GT1 & others
The only road-legal prototype in the world. Only two were ever made. The
Esperante GT1 is the road legal version of the GTR-1, and was made to meet
Behind the GT1 you can see a GTR-1.
Thanks for watching.
De Tomaso Pantera GT5 - Start up and accelerations!! 1080p HD
Hans records an awesome white De Tomaso Pantera GT5 during Spa Italia on
circuit Spa Francorchamps. You can hear the start up Exhaust sound from the engine and a couple of
drive by on circuit Spa. I have to say, this sportscar makes an incredible
1st Channel: http://www.YouTube.com/GUMBAL
2nd Channel: http://www.YouTube.com/GUMBALTV
3rd Channel: http://www.YouTube.com/CarChannelClassic
Thanks you for watching my videos. All feedback on my videos are
appreciated! Don't forget to like the video and subscribe to my channel.
More videos coming up!
Ferrari 430 Scuderia--D&M Motorsports Video Test Drive 2012 Chris Moran
SEE OVER 100 IN-DEPTH AUTO REVIEWS @ www.SUPERCARNETWORK.com. An in-depth
test drive of a 2009 Ferrari 430 Scuderia with Chris Moran. Presented by
That's right. The 430 Scuderia, a V-8-powered, aluminum "volume-sales"
model we all kind of assumed was just another lightened, mid-cycle riff on
the F430 turns out to be one serious supercar. It may be Ferrari's
best-performing GT car ever, despite its fire-sale $272,306 price. It is
unquestionably the Ferrari that mere owners -- not factory test drivers or
F1 world champions -- will be able to drive the fastest on demanding roads
or race circuits without winding up on wreckedexotics.com.
Granted, the 503-hp 430 carries 18-percent-more weight per filly than does
the 651-hp Enzo and it lacks the Enzo's exotic pushrod-actuated suspension,
active aero-gear, and a few other racy touches. And yet with Michael
Schumacher at the helm, the 430 Scuderia circulated the fast track at
Fiorano in 1:25.0, equaling Dario Benuzzi's best run in the Enzo, circa
2003. And indeed our own test equipment recorded a quicker launch in the
430 (1.2 seconds to 30 mph versus 1.4 in our last Enzo) and a blistering
0-to-60 time of just 3.1 seconds to the Enzo's comparatively pedestrian
3.4. Granted, by the quarter mile the Enzo's power advantage vaults it
ahead by 0.2 second and almost 7 mph, but on shorter circuits like the
1.8-mile Pista di Fiorano there's precious little time spent at those
speeds. In fact, as development engineer Michele Giaramita explained the
many advantages the 430 enjoys at different spots on the track, we had to
wonder if Michael might have been sandbagging just a skosh in the name of
saving Enzo's face until the next limited-run V-12 super-cavallino arrives.
Follow along and see if you agree.
Click to view Gallery
Ferrari took a holistic approach to enhancing the F430, whittling away at
anything that slows a car down and applying the latest tricks learned in
Formula 1 racing. Power, weight, tires, and suspension were the low-hanging
fruit. Using carbon fiber extensively throughout the interior and engine
compartment, ditching sound-deadening materials and fitting a Lexan rear
window and titanium springs and lug bolts helped shave 220 lb off the F430.
A host of detail refinements to the 4.3L flat-plane-crankshaft V-8 added 20
hp and 4 lb-ft of peak output, but fattens the torque on either side of the
peak by a bunch more, making the overall performance feel like much more
than a four-percent improvement. Stickier Pirelli PZero Corsa tires (10 mm
wider in front), plus lowered (0.6 in.), stiffer springs (35 percent
front/32 percent rear) Boost
handling, braking, and acceleration-launch performance.
The rest of the improvements are pretty much all Formula 1-inspired,
starting with the aerodynamics, which are optimized to increase front and
rear downforce without resorting to large wings by creating suction
underneath the body. A patent-pending "base bleed" method of relieving
aerodynamic pressure from the rear-wheel housings helps bring the 430
Scuderia's drag coefficient in five percent under the Enzo's. Next, the
ever-evolving F1 paddle-shift automated manual gearbox controls have been
hyper-caffeinated to deliver shifts in an unfathomable 60 milliseconds.
This new F1-SuperFast2's shifts happen in about a quarter of the time
required for a manual shift-or for a shift in the first-generation F1 box
in the Enzo, for that matter.
But perhaps the most significant technology transfer from F1 to the 430
Scuderia is the F1-Trac traction/stability control system, which for the
first time on a road car also has authority over the electronically
controlled E-Diff2 wet-clutch limited-slip differential. Put simply, this
system is designed so that in the Manettino's "Race" mode, any driver
should be able to approach the apex of any turn and simply flat-foot the
throttle and steer through letting the electronics modulate brake
pressures, engine torque, and differential lockup. The electronic