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.
British Motor Corporation Story
BMC was the largest British car company of its day, with (in 1952) 39
percent of British output, producing a wide range of cars under brand names
including Austin, Morris, MG, Austin-Healey and Wolseley as well as
commercial vehicles and agricultural tractors. The first chairman was Lord
Nuffield (William Morris) but he was replaced in August 1952 by Austin's
Leonard Lord who continued in that role until his 65th birthday in 1961 but
handing over, in theory at least, the managing director responsibilities to
his deputy George Harriman in 1956.
BMC's headquarters were at the Austin plant at Longbridge, near Birmingham
and Austin was the dominant partner in the group mainly because of the
chairman. The use of Morris engine designs was dropped within 3 years and
all new car designs were coded ADO from "Amalgamated Drawing Office". The
Longbridge plant was up to date, having been thoroughly modernised in 1951,
and compared very favourably with Nuffield's 16 different and often old
fashioned factories scattered over the English Midlands. Austin's
management systems however, especially cost control and marketing, were not
as good as Nuffield's and as the market changed from a shortage of cars to
competition this was to tell. The biggest-selling car, the Mini, was
famously analysed by Ford Motor Company who concluded that BMC must be
losing £30 on every one sold. The result was that although volumes held up
well throughout the BMC era, market share fell as did profitability and
hence investment in new models, triggering the 1966 merger with Jaguar Cars
to form British Motor Holdings (BMH), and three years later leading to the
government sponsored merger of BMH with Leyland Motor Corporation.
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
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
Rolls-Royce Ghost Test Drive and Review-- Video Test Drive with Chris Moran
A test drive in a 2010 Rolls-Royce with Chris Moran. Rich people are
different from the rest of us. Their wants and needs involve parameters and
details completely foreign to the proletariat. While we use our vehicles
for transportation, utility and sport, the rich view their automobiles as a
necessary accoutrement to their elevated lifestyles.
For the ultra-wealthy, an appropriate equivalent might be an original
Remington bronze or Picasso painting. And just as they need art in their
mansions, they need beautiful transportation. The 2010 Rolls-Royce Ghost
lives up to those lofty requirements by simultaneously being a rolling work
of art and a status symbol beyond reproach.
Like access to the Queen, our time with the Ghost was strictly limited, so
comprehensive driving impressions will have to wait. But what we did get
was a rare glimpse into what the world's richest inhabitants will enjoy
when the Ghost goes on sale this year. And as you'd expect, life is good on
this side of the financial Bell Curve.
In the world of automobiles, there are better vehicles than the 2010
Rolls-Royce Ghost. Some may feature more complex and innovative
engineering. Others may provide more performance. There are certainly more
expensive and exclusive cars.
But none of these facts matter. To those attracted to the newest, smaller
Roller, what matters more is how the Ghost goes about its business of
enhancing a well-off individual's life.
Certainly, the engineering is solid. It's what you'd expect of
Rolls-Royce's caretakers at BMW. Approximately 20-percent of what's used in
the Ghost is related to the current and previous generation BMW 7 Series.
In other words, Rolls-Royce started with premium stock and went no where
Certainly, the 2010 Ghost has more street presence than BMW's flagship. The
differences are so great that most would never know the two were related,
even with the knowledge that the hallowed British marque is under German
The Ghost's lines are artfully drawn, not a bit fussy or over done. They
are simple and elegant, and impart a sense of solidity. Important details
such as the coach doors (otherwise referred to as "suicide" doors by the
unwashed masses) allowed designers to make a single element of the front
and rear door handles. The design simply looks right. Tiny details
reinforce the aura, including the "RR" centers that spin freely within the
wheels so the logo remains upright at all times.
While there's not much to set the Rolls apart at the rear -- those chromed
Exhaust tips are a $3,200 option -- up
front the car's heritage is unmistakable. Set off by the optional $5,000
Silver Satin Bonnet finish, the smaller-than-on-the-Phantom recessed grille
looks appropriately updated and none-too-large given its surroundings. The
strong horizontal shape of the Xenon headlamps (with integrated running
LEDs) accentuates the fenders and provides another familial styling cue. A
single line of turn signal LEDs rest directly below the main lamps, and
standard foglights would apparently be gauche.
And, of course, one cannot overlook the Spirit of Ecstasy. She's been the
brand's mascot since the very beginning, and looks remarkable for being 99
years old. She first adorned a Rolls-Royce in 1911, and has been used in
various poses ever since. To protect against theft and in the event of a
collision with a pedestrian, she quickly retracts into the faux radiator
shell. Find her image in the gallery and look at how lovingly she was
sculpted. If you look close enough, you can see how her young eyes look
eagerly ahead. While setting a good example for all, her eager attitude is
warranted given the performance available from the Ghost.
Based on the twin-turbo V12 from the
fourth-generation E66 7-Series, the Ghost's engine has been stroked from
6.0 to 6.6 liters and produces 563 horsepower at 5,250 rpm with
575 pound-feet of torque at just 1,500 rpm. The gearbox is based on a unit
spreading through BMW's ranks, the excellent ZF eight-speed automatic.
1999 Shelby Series 1 (CSX5004) Start Up, Exhaust, and In Depth Review
Hello and welcome to Saabkyle04! YouTube's largest collection of automotive
variety! In today's video, we'll take an up close and personal, in depth
look at the 1999 Shelby Series 1.
During this presentation, we will take a 1st person look at what the
vehicle is all about beginning with the start up, performance data, fuel
economy, the occasional track data, and build quality. Also, I will teach
you how to use most of the interior and exterior features in a detailed
fashion, that before, you could only get from going to a dealership
yourself! Throughout the video, I will highlight key styling and unique
differences about the vehicle, any available options, and of course it
would not be an enthusiast car video without the good ole engine portion
with rev and Exhaust note with
interior and exterior perspectives. A thorough tour/review of this car
designed to give others a greater overall appreciation of the vehicle.
FOR MORE INFORMATION ABOUT THE CHANNEL SEE BELOW: In this channel you will
find in depth educational videos of automobiles from all over the world,
presented in a more detailed fashion than ever before. Basically, this
gives the viewer the chance to view the most detailed 1st person look you
can get without going to an actual dealer yourself! Every video is
consistent in the way I present so viewers know what to expect in my
presentations. I treat every vehicle with the same respect whether a 1960
Chevrolet Impala SS or the 2012 Lamborghini Aventador. I film all types of
vehicles from past, present, and future while broadening the knowledge of
the automotive enthusiast. You will see everything from vintage, brand new,
exotic, mainstream, old, etc. I am very proud of this channel and have
built it up from amateur videos years ago to what you see today. I wanted
to share my love for the automotive world with the rest of the world. Be
sure to explore the massive video variety, have fun and enjoy The Driver's
Seat of YouTube!
New!! Official Website For Saabkyle04! www.saabkyle04.com
FIND ME ON THE OFFICIAL SAABKYLE04 FACEBOOK PAGE FOR CONTINUOUS UPDATES ON
WHAT'S TO COME AND INTERACTING WITH OTHER FANS!
Ferrari 612 Scaglietti--Video Test Drive with Chris Moran
A beautiful Ferrari 612 Scaglietti presented by Chris Moran. This gorgeous
Ferrari is furnished by our friends at D&M Motorsports. Presented by Chris
Twelve cylinders. Twelve. To the less-than-knowledgeable automotive
enthusiast, that's how many V's this car has and it's twelve V's are
derived from the monumental Enzo Ferrari. Yes, it's a V12 engine. In this
humble man's opinion, anything with a 12-cylinder motor qualifies as
exotic. Combined with the ultra-exclusivity of the 612 Scaglietti, this car
is truly is Ferrari's everyday supercar.
Let's go all the way back to the 12-cylinder Ferrari Testarossa. Launched
in 1985, the Testarossa was a wildly designed, anything-but-conventional
modern-day supercar. While Ferrari had been making great cars in the mid
80's, they never quite had the wow factor of the poster-worthy Lamborghini
In the rear of the Testarossa sat the 4.9 liter Flat-12 engine. What's a
flat-12? Sometimes called a "boxer", the pistons basically fire at each
other on a 180 degree flat angle, hence the name "flat". The benefit is a
lower center of gravity than a conventional v-style layout, aiding the
handling in the process.
The Testarossa ushered in a successful flagship model for Ferrari. With
nearly 10,000 produced over it's 10 year run, it captured much of the
marketplace in which it helped define. In 1992, Ferrari revised the
Testarossa to become the 512 TR. Largely unchanged, there were minor
refinements to the driveline and appearance, and a Boost in power from 381 to 421 horsepower. In 1995, the
F512 M was created to commemorate the last year of the Testarossa. With a
new front-engined replacement on the way, they made only 500 of the F512 M.
This car is indeed a rare collectible.
When the Ferrari 612 Scaglietti arrived on the scene, the first adjectives
to describe the appearance were not very kind. It seemed somewhat bulbous
in appearance, It's soft lines dampened its aggressive edge A very large
car by Ferrari's standards, it's a real 2+2 configuration, with the
front-engined V12 following the tradition of it's predecessor. Just to
illustrate, the 612 Scaglietti is within 6 inches of the current CL550's
length and has a four inch wider berth. That's no small car.
Under the hood is a 5.8 liter V12, in this car it's mated to the 6-speed F1
manual. While single-clutch sequential transmission are pretty much a thing
of the past, the Ferrari F1 setup always amazes me at how smooth and
transparent it is. I had chance to experience the newest F1 "Superfast" in
the F430 Scuderia. That's the best a single clutch with ever get. It's a
two-pedal setup that is still a true manual transmission. You have a
computer that manages the clutch, depending on the vehicle settings and
driver inputs. To drive as a manual, you engage the right paddle located on
the steering wheel to upshift, the left paddle to downshift. If you don't
feel like shifting, press the "AUTO" button prominently displayed on the
console. The computer will manage the shifting for you, so you can drive it
as you would any other automatic sedan. Don't get me wrong, this setup will
never be able to duplicate the silky-smoothness of a torque-converter in a
traditional automatic, but it does a great job trying.
Taking those virtues into account, add the most important ingredient, the
5.8 Liter 48-valve V12 engine. It's rated at 540 horsepower, making abundant
torque in the low revs. This engine just wants to be run to it's redline
all day long, as if it's not happy unless you are purposefully trying to
spend the night in jail.
Mazda 787B - Le Mans (wonderful sound) (HD)
Onboard lap with Johnny Herbert on Le Mans Circuit for the 20th anniversary
of mazda 787b's victory at 24h of Le Mans.
driver: Johnny Herbert
circuit: Le Mans
IF YOU LIKED THIS, CHECK MY OTHER VIDEOS!!
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.
1930 Ford Model A T-Bucket Hot Rod-D&M Motorsports Video Walk Around and Review with Chris Moran
An outrageous 1930 Ford Model A Custom Street Rod, offered by D&M
Motorsports. Hosted by Chris Moran.
The Ford Model A of 1927--1931 (also colloquially called the A-Model Ford
or the A, and A-bone among rodders and customizers) was the second huge
success for the Ford Motor Company, after its predecessor, the Model T.
First produced on October 20, 1927, but not sold until December 2, it
replaced the venerable Model T, which had been produced for 18 years. This
new Model A (a previous model had used the name in 1903--1904) was
designated as a 1927 model and was available in four standard colors, but
By 4 February 1929, one million Model As had been sold, and by 24 July, two
million. The range of body styles ran from the Tudor at US$500 (in grey,
green, or black) to the Town Car with a dual cowl at US$1200. In
March 1930, A sales hit three million, and there were nine body styles
The Model A was produced through 1931. When production ended in March,
1932, there were 4,849,340 Model As made in all styles.
Its successor was the Model B, which featured an updated 4-cylinder engine,
followed by the Model 18 which introduced Ford's new Flathead V8 engine.
Prices for the Model A ranged from US$385 for a roadster to $1400 for the
top-of-the-line Town Car. The engine was a water-cooled L-head 4-cylinder
with a displacement of 201 cu in (3.3 l). This engine provided 40 horsepower (30 kW). Typical
fuel consumption was between 25 and 30 mpg (U.S.) (8 to 12 kilometres per
litre or 8-9 L/100 km) using a Zenith one-barrel
up-draft carburetor,with a top speed of around 65 mph (104
km/h). It had a 103.5 in (2,630 mm) wheelbase with a final drive ratio of
3.77:1. The transmission was a 3-speed sliding gear manual unit with a
1-speed reverse. The Model A had 4-wheel mechanical drum brakes. The 1930
and 1931 editions came with stainless steel radiator cowling and headlamp
The Model A came in a wide variety of styles: Coupe (Standard and Deluxe),
Business Coupe, Sport Coupe, Roadster Coupe (Standard and Deluxe),
Convertible Cabriolet, Convertible Sedan, Phaeton (Standard and Deluxe),
Tudor Sedan(Standard and Deluxe), Town Car, Fordor (2-window) (Standard and
Deluxe), Fordor (3-window) (Standard and Deluxe), Victoria, Station Wagon,
Taxicab, Truck, and Commercial.
The Model A was the first Ford to use the standard set of driver controls
with conventional clutch and brake pedals; throttle and gearshift. Previous
Ford models used controls that had become uncommon to drivers of other
makes. The Model A's fuel tank was located in the cowl, between the engine
compartment's fire wall and the dash panel. It had a visual fuel gauge, and
the fuel flowed to the carburetor by gravity. In cooler climates, owners
could purchase an aftermarket cast iron unit to place over the Exhaust manifold to provide heat to the cab. A
small door provided adjustment of the amount of hot air entering the cab.
Model A was the first car to have safety glass in the windshield.
The Soviet company GAZ, which started as a cooperation between Ford and the
Soviet Union, made a licensed version of the Model A from 1932-1936.
This itself was the basis for the FAI and BA-20 armored car, which saw use
as scout vehicles in the early stages of World War II.
In addition to the United States, Ford made the Model A in plants in
Argentina, Canada, France, Germany and the United Kingdom.
In Europe, where cars were taxed according to engine size, Ford equipped
the Ford Model A with a 2,033 cc motor providing a claimed output of just
40 hp. However, the engine size was still large enough to equate to a
rating of 24 hp and attracted a punitive annual car tax levy of £24 in the
UK and similar penalties in other principal European markets, leaving
the car unable to compete in the newly developing mass market. It therefore
was expensive to own and too heavy and thirsty to achieve volume sales, but
also too crude to compete as a luxury product. European manufactured Model
As failed to achieve the sales success in Europe that would greet their
smaller successor on the assembly lines in England and Germany.
Historical context of Model A development