Lapping Laguna Seca

In the period where this blog lay dormant, from September 2008 until February 2009, I had the pleasure of getting my Subaru WRX STi out to not just one, but two track days.

The first was at Laguna Seca, a track I knew pretty damn well from all the races I'd attended there, as well as my crazy virtual test drives before I bought the car. This was back in November, so the expectation was that the weather might be inclement. Luckily I convinced my father to join me in his Porsche Boxster, and his experience with track days in general and Laguna specifically proved to be great help.

We showed up to the Speed Ventures-organized day, surrounded in the paddock by everything from Ferrari 430s to Godzillas to a Mazda 3 and Infiniti M45. After a drivers' meeting I got a chance to sneak two sighting laps, which was hugely useful. My first impression was that the track seemed much smaller and more confined than either from the spectator areas or from Gran Turismo 4. The tyre wall on the outside of turn 3 was particularly worrying! I also noted how blind both the entry and apex of the Corkscrew were, requiring drivers to sight off a particular tree, conveniently marked with a cone.

My dad got to go out first, and I sat beside him to start learning the lines and braking points, as well as seeing the superb etiquette of a car track day (pointing people by if they're faster, something alien to me from my experience with motorcycle track days). It ensured the fast guys didn't get held up and the slower guys didn't feel pressured, both desirable goals.

Finally it was my turn. After a warm up lap I started to push the bright blue Rex, immediately discovering that once the needle hits 3000rpm, you need to start prepping for the upshift, because the 7000rpm redline is coming very soon. I'd set the rpm warning beep to come on at 6700rpm, but this soon proved too low. The key to performance was to keep that turbo spinning, and the flat four was constantly goading me into making it sing. In terms of handling, the phenomenal grip I'd experienced on the roads was clearly evident here, and it took some time before the limit on corner speed became mechanical rather than human. In some corners I vowed to never go full chat, simply to ensure I returned home with the car in the same condition as when I left.

Back in the paddock after the first session I reflected on the nature of the track. The gradients were massive and the characters of each corner so different that it felt like a series of mini challenges as opposed to one big one. What's the best line for the double apex Andretti hairpin? How late to brake for turn five? How much speed to carry into turn six? Where to shift in the Corkscrew complex? How to best string together the Corkscrew exit, turn nine and the Rainey Curve? All these questions come at you lap after lap, and very few were definitely answered by the end of the day.

The second session proved to be the fastest, as rain arrived after lunch. I managed to go faster than my Dad, although you'd expect an STi to spank a Boxster without too much trouble. By the end of this session I was unsure how to make any great gains, but this issue took a back seat for the rest of the day. Session three was slightly damp, so I focused initially on lines and braking points, then as it got wetter I looked to start experimenting with grip levels, seeing if I could start to get the car moving around beneath us (a tough job in a car that prefers to roll along like it's on rails). The best options for some tail-out fun were the uphill exit of turn 5, and the low-speed final hairpin, turn 11, and I took full advantage. Now that I'd learned the track, it was time to learn the car...

The fourth and final session was fully wet, and I managed to settle into a comfortable rhythm with a white STi and a red WRX. The three of us formed a dominant Subaru train, picking off cars one by one, regardless of their power, as they struggled on the soaking wet surface - Mazda RX8, Porsche 911, another Porsche, Nissan GTR, they each fell to the staggering capabilities of the Subarus, albeit piloted by track day newbies like myself. It was terrific fun, and proved that my fears ahead of time of it being wet were 180 degrees wrong. The wet track day is the best.

As we left the track my gas light came on. A glance at the odo and a quick calculation revealed a figure of 8mpg, which was hilarious in its political-incorrectness.

The next track day was at Southern California's Buttonwillow Raceway. Essentially a club-level circuit, there's no spectator facilities and very little to hit. The major challenges proved to be remembering the track, with its flat and featureless layout, and the soaking mud in the run off areas that threatened to turn any car turtle if they hit them at any kind of angle.

The main focus of this day was getting track time for my wife. One of the agreements we had made was that she would do a track day if I bought the car, so it was time to make good on this. Buttonwillow was a great place to start and once again the excellent Speed Ventures crew made it a well-run and unintimidating event. By her fourth session, with the help of an instructor, she'd finally gotten things to click, stringing together braking points, apexes and acceleration points to put together a clean and quick lap.

My experience with the day ended up finally putting me in a place where I was finding the car limiting my pace. Or to be more correct, the tyres. The Kumho Ecsta rubber was noisy and consistently letting me down on both turn-in and under acceleration, scrabbling for grip and making a big fuss of it at the same time. It's major selling points (cost and durability) seemed less important when you're trying to keep up with a 350z on track day rubber. Still, there's plenty of tread left on them, so it will be some time before I can upgrade.

A racing companion

For most people (particularly men) who follow motorsport, it's a lonely pursuit. Unless they have equally enthusiastic friends who are into the sport, they're forced to find internet forums where they can have rewarding, meaningful discussions and engage in discourse about their hobby. I can imagine this could get frustrating.

Luckily for me, that's not the case. When I first met my partner K nine years ago, there was little indication that she had any interest in any sport, never mind motor racing. She didn't even have a TV, let alone cable and she'd never seen the Speedvision channel. A typical situation could have developed where one partner learns to tolerate the interests of another, but in this case something strange happened.

Straight off the bat, she developed a fondness for my cranky but lovable Alfa Romeo Milano. This was a good start. Then she began to come to races, beginning with a trip to the Wine Country Classic historic races at Sears Point. That weekend was brutally hot and could so easily have turned her off racing forever. It didn't, perhaps because historic racing presents such a friendly, low-key environment or maybe because she was able to witness first-hand my enthusiasm.

When I bought a motorcycle she was envious, having had a certain amount of experience in hanging out with the messenger biking crowd here in SF, as well as having learned to ride many years ago. It wasn't long before she was also on two wheels again. As my interest in motorcycles grew, so did my interest in motorcycle racing, so she was able to share in the process of learning about this new side of the sport.

It wasn't too hard a sell in 2002 when we went to Italy for three weeks to convince her that we needed a night in Milan (to ensure a visit to the Alfa Romeo museum the next day) and a night in Modena so we had time to visit Ferrari. She loved the Alfa facility (which felt more like a private collection) but was less excited about Ferrari, which was more of tourist trap.

Back in the US my interest in rallying began to increase, and before long I'd had a chance to go to the WRC event in Sweden which convinced me to learn how to co-drive. My first event saw K come along to work as a timing marshal. Despite the fact she stood on the side of a mountain in pouring rain for hours on end she continued to enjoy rallying. It was at this point that she revealed her mother had been a co-driver many years back. Aha! So it's in the genes! Now everything started to make sense....

Late in 2003 we both went to the WRC event in Wales. This was surely going to be the make-or-break moment. As we stood in freezing fog on the Rhondda stage on Sunday morning, with her favourite driver Carlos Sainz out of the rally two days prior, could she still muster excitement and enthusiasm? The answer came from behind a tightly-drawn hooded rain jacket... "yes!"

Pretty soon she was joining the annual pilgrimage to the July bike race at Laguna Seca, initially World Superbike, then MotoGP for the last four years, each year educating whichever newcomers had joined us that year.

It was only a matter of time before she came with me on the ultimate racing trip... a visit to the Le Mans 24 Hours. Sadly, the gods decided that since she was clearly able to cope with wet motorsport events, it would rain like the devil on Le Mans in 2007. Once again she kept her chin up, and was rewarded with a great time and apart from the first and last couple of hours, a dry race (and a dry pitwalk on the Friday, evidenced in the picture below). It was quite a step up from our annual Le Mans weekend barbecues back in San Francisco which she'd taken to leading the arrangement of.


She was even brave enough to come to see NASCAR this year. She got a very good look at Michael Waltrip:


So, where to next for my racing partner-in-crime? Well, after we take the plunge of actually becoming married, she can look forward to a little high-speed action herself, perhaps beginning with an autocross and then moving to some track days, now that we have a car worthy of such pursuits. If past experience is anything to go by, I should be ready to start buying tyres on a regular basis, as she proceeds to become equally excited by engaging in some on-track fun as I have been.

Audi, building their brand

Last week I took part in something called the Audi Driving Experience. This was a totally free event up at Sears Point. Let me say right off that this was a clear attempt to sell some 2009 Audi A4s, but beyond that it was clearly much more, and hints at the very clever approach that Audi have in regards to building their brand.

The day began with complimentary breakfast in the main area of their purpose-built Audi Experience complex at Sears Point. We were split into two groups and each went to a classroom for a briefing on what to expect and a quick overview of the new A4. We were told that we would be "test drivers" of the new A4, a car that many car magazines have yet to drive.

Next up was an autocross. We paired up with another attendee and each of us got one lap of the course in each of four cars: a Mercedes C300, Lexus IS250F, BMW 328xi and the A4 3.2 Quattro. All four cars were four-wheel-drive, with similar engine sizes and spec levels. To be fair, the Audi was the spendiest at an MSRP of $48,000 compared with the $38k Lexus, the cheapest. Chris, my partner for the morning and I chose well by starting with the Merc before progressing to the Lexus, then Beemer then Audi. Funnily enough, that was also the ascending order of perfomance, and Audi clearly did a good job of proving that the A4 is the best. Despite its horsepower advantage over its rivals, I found that the Quattro system was the best of the 4WD drivetrains, with no annoying chatter of the outside rear wheel under hard acceleration out of corners, something that the Merc and Lexus were especially guilty of.

A couple of things to note here. Firstly the two guys running the autocross course were familiar to me: former Mitsubishi USA factory rally driver Lauchlin O'Sullivan, who lives here in San Francisco and who I know pretty well; and Ramana Lagemann, former Subaru USA factory rally driver. Secondly, it was a great reminder of just how much fun an autocross is. Both Chris and I were not afraid to really cane the nuts off the cars. Other participants were a bit more timid. I came away resolute to get my Subaru STi to an autocross soon. It will also be an ideal introduction into performance driving for my fiancee K, who is itching to get the Scoob onto a track day soon.

After the autocross it was over to the pitlane, where we set up in some more A4s. More rally drivers were in attendance here including a former Production-GT class rival, Stephan Verdier. We were led onto the track by an instructor in a TT and each got five or so laps, with the instructor leading us around by means of example and through walkie-talkies installed in each car. It worked very well and I thoroughly enjoyed my laps. The A4 was a decent car to have beneath me too: predictable, with decent grunt and a nicely setup chassis that was soft enough for road conditions but stiff enough for a few harmless laps of Sears.

What became obvious throughout the morning was that Audi are one of the most brand-aware car manufacturers out there. They know that BMW owns the "best German sport-sedan" title in the minds of the public and their inferiority complex has led them to put a lot of dollars into efforts to prove themselves sportier. This is why it's Audi who have the last eight Le Mans wins (yes, 2003 was a Bentley-badged Audi) and why they spend millions of dollars every year on initiatives like the A4 Driving Experience. I think it works. If someone were to ask me what the sportiest German car manufacturer is, ten years ago there's no doubt that BMW would be the answer. These days I'd probably be just as likely to say Audi. If I was offered either a BMW M3 or an Audi RS4, I'd probably take the Audi. It would be a tossup between an RS6 and an M5, but the fact that a car like that can come close to the amazing M5 says loads. It was an S4 that was so very nearly my next car back in March, not an M3. And BMW's reticence to leverage their F1 efforts, still hiding behind the "Sauber" moniker whilst Audi are loud and proud about their dominance at Le Mans, is helping tip the scales Audi's way too.

I've always imagined my next car would be an Audi S-something. Their investment in brand-building through sportscar racing, along with giving me the keys to a new A4 for the morning have done nothing to undermine that prediction, that's for sure.

What have we learned

One final post before I put this whole car shopping thing to bed.

It's been terrifically engaging to spend all this time deciding on a new car, and it's fair to say that I've learned a lot from the process.

Gran Turismo 4 does a great job of simulating a car's behavior. There is no doubt that the rough impressions I got from my Gran Turismo track test were borne out for the most part in the real world. According to GT4 I could expect the Audi to need to stay in the upper rev range, the Evo to handle sublimely well, the M5 to feel heavy despite its power, and the STi to be the most fun, and it was totally right

The heart always wins. My father is great example of this. He is the most logical, analytical person in the world, but when it comes to cars for himself he'll usually go with what his heart tells him, and for the most part has been happier for it. From the very start I wanted an STi, but I made myself think critically and devise intelligent and methodical approaches to making a decision. However, when all was said and done, and there seemed little reason to not pick the STi, that's what the choice was. Yes, the Volvo would be marginally more practical, lower profile, more mature and less likely to endanger our drivers licenses, but it couldn't offset the emotional component of the decision.

Always bring someone with you. I drove two cars without someone I know, but they were never really a factor. For the cars that were serious contenders, that second opinion counted for a huge amount. K's opinion was critical, since she's going to be driving the thing on a regular basis, but even with the Evo and M3, which she didn't drive, it would have been easy to second-guess myself without my father being present. Validation of a decision really helps.

Test drive it properly. A little cruise around city streets says nothing about a car, especially if you enjoy a spirited drive. The Audi S4 was unable to make a case for itself until I took the second one out around Twin Peaks. I got to know the car well and although I didn't love the power delivery or handling, it was able to frame itself as being either a serious challenger or not. It's worth the extra trouble to meet the owner in a location that affords you the opportunity for a proper drive. When it comes to selling a performance car, the owner should expect buyers to want to see the car in its best light.

Test driving cars is easy and fun: If you can put up with private sellers' scheduling games or salesmen's pressure tactics, it's pretty easy to get a drive in a good car, even if you're not in the market. We had talked about going to drive some cars that weren't even on our list, just for the fun of it, but ran out of time. There is nothing to stop us doing that though - some might say it is unethical but I call it a free market. Now if I could just find a Mustang that doesn't have an automatic transmission...

Take it to a shop. Duh, this is obvious, but the peace of mind is worth as much as averting potential financial disaster. My stomach was in knots waiting for the result of the STi's checkover but it was easily worth it.

Never own a boring car. We are truly lucky to have such a wealth of interesting cars available to us, and in the US for such a small amount of money. When I first researched used car values and began to draw up a shortlist, I was amazed at what was out there. In 3 or 4 years time, when we'll want something a bit more grown-up, the Volvo will still be there waiting, newer Audi S4s, S6s and RS4s will be an option, Subaru's Legacy Spec B will be worth a look, Pontiac should have a GXP version of the G8 by then, the list goes on. Too often sellers told us they were getting rid of their car to get a minivan or SUV because they had a child, when in reality the car they were selling would have no problems accommodating their needs. They were simply choosing to accept a stereotypical path that says you must not own an interesting car when you have a family. As you can see, this is simply untrue. You can own an interesting car throughout your life, and the STi marks the start of that philosophy for me.

The US market has turned a corner. Yes, there's a number of interesting European performance cars we can't get our hands on. But for the most part, the cars I read about in Evo magazine are cars I can buy. Fifteen (maybe even ten) years ago this wasn't the case. But companies have taken the gamble to bring cars like the Evo, WRX, Volvo R cars and the GTO to US shores, and they've done pretty well for the most part. Gradually the US car-buying public is discovering performance motoring.

I'm a lucky guy. Too few men have an enthusiastic and supportive partner when it comes to car buying. Even though a recent article in one of K's culinary magazines stated that women are making a greater number of automotive decisions in their households, I doubt that it's yet to reach that 50/50 proportion, and even if it does, there's nothing to suggest that it's making the life of the traditional car decision maker, the guy, any easier. In my case, it did. K's mother has a history of being into fast cars, and luckily the genes passed on. Selling the idea of buying a performance car didn't take much work, and throughout the process K did a superb job of providing important input where needed without derailing the process that I had mapped out in my head. She saw the enjoyment I was getting and shared in that, and when the time came the decision was a joint one.

Return of the virtual track test - now with 100% less virtual - Part 3

And so to the top three cars on my shopping list. Remember that I first drove all candidates virtually on the magnificent Gran Turismo 4 Playstation game. At that time I was looking to learn about handling and get an idea of how quick the cars were. Back then, the BMW M3 led the way ahead of a Mercedes E55 (standing in for a BMW M5), the Mitsubishi Evo 8 and the Subaru WRX STi.

By the time K and I sat down to choose our car, there were only three cars left. Thrown to the curb were the cheap-feeling GTI, torque-steering Acura TL, overly-heavy BMW M5, uninspiring WRX, poorly-badged GTO, boy-racer Evo and expensive M3.

Third: Audi S4: The first S4 we looked at was much more appealing than I expected, decked out in bright red with the distinctive chrome Audi "S" mirrors. Inside the seats were a combination of leather and suede, the suede parts ensuring there would be none of the summer sweatiness that leather can create. Trim was a nice perforated titanium. Our test drive revealed little about the car, other than it had some decent power and credible brakes. One week later I found myself in another S4, this one ugly in silver with an all-leather interior with wood trim. Although I wouldn't have bought that particular car, it was close by and offered the opportunity to see how it really performed. The owner tossed me the keys and said "see you in ten minutes". Free of suspicious eyes, I took the car up around Twin Peaks, whose rough asphalt, variety of corners and minimal traffic provided a good venue to see what the 2.7 litre biturbo could do.

Straight off the bat the car exhibited notable turbo lag and I was forced to stay above 4500rpm. This could get very old when looking to accelerate into a gap on the freeway or city streets. The first hairpin told me much about the German's handling: heavy tyre squeel, as the car lolled over onto its sidewalls, protesting all the way. Having said that, it stayed on line - it was just a less than fun way of going quickly. This car's brakes were just as good as the red car's and were one of the highlights of the drive.

The thing is this: for $15,000 (or less) the S4 is a great car. K really liked it, especially the way it balances performance with refinement. My budget stretched further though, and the remaining two cars were just better, goshdarnit. As we mulled the decision over homemade pasta and mussels and a lovely French white, lower scores for external aesthetics and driving dynamics spelled doom for the Audi. Let's be clear however: this was a contender right up to the end.

Second: Volvo S60R: Who would have thought a Volvo would be one of my top two choices? In retrospect, I shouldn't be surprised - it was the dark horse of the virtual track test, despite being represented by the front-drive T5 version.

We convened at the South Beach Marina to see a silver '04 S60R. Unlike the majority of Rs, this one came with the optional (albeit mandatory in my book) bodykit, that transformed it from boring family car on kick-ass running gear to impressive sports-sedan. It certainly looked the part, although silver would not be my ideal choice of colour.

A consistent complaint of mine about Volvos is the ugly treatment of centre consoles - they make 'em wide, with lots of space between switches. This one was no different. However the leather seats were comfy, the clocks attractive and the ergonomics good. Once on our way, the first thing I noticed was the very light power steering. This did not bode well for how the car would feel during more spirited driving, especially as the steering wheel itself was a little too thick for comfort. Once onto more deserted streets behind the baseball stadium the R showed its muscle: deep reserves of power, delivered calmly all across the rev range. On the few corners on our test route it had more poise than the Audi, which surprised us at the time since we assumed it to be heavier - later research indicated the Volvo to be marginally lighter. Up onto the freeway all was sedate, plush and effortless. Brakes were decent enough but not worth writing home about.

This particular example had been well-cared for, came with a decent service history and had just firmly established itself as a contender. This is the car we would buy.

If...

...there was no such thing as a Subaru Impreza WRX STi.

We met the 2004 STi's owner at the top of Twin Peaks, with a test route planned out that took in some of San Francisco's best (few / only) drivers' roads. We waited as the clock ticked away before finally the bright white of the Scooby's HID headlights appeared in our mirrors. I'll be honest here: I've always loved the looks of this car - the flared arches, outrageous hood scoop and mad wing for me contribute to a coherent exciting profile. K thinks it's a bit silly and she's probably right. A quick walkaround of this car showed it to be in very nice shape. Time to hop in: we were greeted by a very attractive blue and black interior with the coolest, raciest seats known to man. They were also very comfortable. A twist of the key lit up the lovely red dials and the stock exhaust burbled away with its flat-four exhaust note. I pulled out of the parking lot and started my way down the hill. A stab of the throttle hinted at immense, immediate power, and the next corner promised of mind-bending grip. The run down to the bottom was very entertaining, but it wasn't until we started back up the other side that the blue rocket sealed the deal. The road was wide, empty and straight, so I punched it. I have never, ever felt such speed and power in a four-wheeled vehicle - it was intoxicating, I wanted more and wanted it NOW. Through the next few sweepers the STi remained utterly composed. Halfway up, the route turns right onto a smaller road with much tighter corners. Now we'd learn about grip. Each corner I went faster and faster, before one final hairpin in which I just piled on as much speed as I could. The rally-rep just STUCK. It was the proverbial on-rails experience.

Now it was K's turn. Taking it easy on the first few corners before the road straightened out I wasn't expecting her to pile on the beans quite as soon or as hard as she did. We were screaming down the hill, rushing headlong into a rough hairpin. At the last minute she lay on the fabulous Brembo brakes and all returned to calm. "Hello" I thought, "this might actually be a realistic option". By the end of her drive I could tell - she'd been bitten too.

Just to be sure, I drove a white 2006 STi a couple of days later, and had my mad driving dad check it out too. Performance was identical, but the plain black interior of this white car was less impressive. Still, it was nice to have my initial impressions confirmed.

The Decision
I dashed back on Sunday evening having driven the last of the cars, with no doubt in my mind. I was ready to call and make an offer on the STi there and then. K, in her infinite wisdom, wanted a more methodical approach. So out came the laptops (and wine) and a comparison list was drawn up. Fuel consumption, time to pay off based on the same monthly payments, trunk space, power to weight ratio and subjective ratings of aesthetics and driving dynamics were all analyzed and discussed. Remarkably, almost everything came out even. Yes, the STi has the smallest trunk, and the Audi is the heaviest, but for the most part the comparisons indicated that we were free to pick based on what we wanted, not what we "should" buy. K knew that the Volvo was fighting a losing battle. I asserted that if we bought the S60, I'd experience a twinge of disappointment every time I got in it, thinking that I could have had an STi. The writing was on the wall. With one final flourish in which I had to promise to contribute to the cost of her first track day in the car, the STi was chosen. A call to the owner, an offer, an acceptance and we were good to go.

In three days time, K and I become STi owners, and faster than virtually anything else we come across out on the public roads of America. Lock up your women, children and animals...

Return of the virtual track test - now with 100% less virtual - Part 2

After using Gran Turismo 4 to track test cars I was considering buying, the time had come to do some real-world test drives. The lowest ranked cars can be found here.

Sixth: Pontiac GTO: I originally hadn't considered one of these cars, but there was one for sale close by, with a low price, and the sun was shining and I was feeling whimsical, so I decided to try it. First impressions are very good: it has a powerful presence, especially this one in black, and the interior was sporty, leathery and bespoke. Seats were positioned low, with the gearshift easily at-hand. We started off around town where it rumbled menacingly, hinting at the demonic Corvette motor under the hood. Then came time to get on the freeway, and I unleashed the full power on the on-ramp. WOW! The Goat is insane! It's like being picked up by a heavyweight UFC fighter and hurled across the ring, terrifying and impressive at the same time. Around corners its weight betrayed it somewhat, but it still felt very sporty and exciting. The two biggest drawbacks are sadly not easy to fix: the Pontiac badge, and the rather plain styling. I need to feel pride in my car when asked what I drive, and I need to be excited when I walk out of my house and see it sitting there. Neither of these things are possible with the GTO. Sounds shallow, yes, I know.

Fifth: Mitsubishi Evo 8: From the very beginning, K warned me that she would hate the Evo. As boy-racer-ish as the STi is, the Evo is worse, much worse in her eyes. I can see her point. The design of the STi is more coherent, whilst the Evo looks like a cheap Japanese econo-box that's been tortured by a bunch of import-tuner drifter-wannabes. A scan of the classifieds revealed that for the most part, Evos have been molested, whilst STi owners were more likely to keep their's stock. It was late in the game when I got into an Evo, this one a nice black colour with a few mods but not too many. Unlike in GT4, power delivery felt higher up the rev range than the STi, perhaps as a result of the grapefruit-shooter exhaust. When it did arrive, the power was massive and the little Lancer took off like a scalded cat. Handling was ridiculous: in one classic moment, after I had handed the reins over to my track-day-addict father, we were on a 360-degree freeway on-ramp doing a ridiculous speed only to find wood-chips all over the road at the bottom. Did the Evo care? Not a bit, it proceeded as though there was nothing there. The poor young owner of the car did - he let out an involuntary yelp, surely a highlight for me of this whole process!

One thing that can't be denied is the sheer shittiness of the interior of the Mitsubishi. It really is an utterly unpleasant place to spend any time. Seats are supportive but ugly and the dash screams cheap Korean shopping car a la Ssang-Yong or Kia. Since a driver spends more time looking at the inside than outside, this alone DQ'ed the Evo. One other quick note - freeway manners were very good, with little of the go-kart stiffness I expected.

Fourth: BMW M3: The M3 was the last car I drove. By the time I got to it, my mind was virtually made up, although I knew the M3 had the potential to forestall my decision if it was special enough. It wasn't.

I expect BMWs to be very, very nice inside. The M5 had been, if a bit too haughty. This car was nice, but not up to the level I would expect and demand, given the going rates for a used one. Where my father's old E36 M3 would close its doors with a nice "whoomph", this one returned more of a mechancal "clank". Inside, switchgear was flimsier than the E36, seats felt no better than any other car I'd been in and the overall effect was of a good car, not a great one. Once out on the road, Dad and I both wondered where the additional 100bhp over the E36 had gone, because it didn't feel any faster. Weight is surely a factor. Adding to the negative impression was the badly-geared 6-speed tranny. Most of the other 6-boxes I'd tried added the sixth as a pseudo-overdrive, decreasing fuel consumption and noise when freeway cruising. The Beemer instead used it to shorten the other 5 gears, making for overly-frequent shifts. Rather than aiding acceleration rates, it disrupted the flow of the drive.

On the plus side, it had that typically buttery power you expect from a BMW straight-six, and its handling is sublime: safe (with traction control engaged), predictable, usable and with potential for massive enjoyment. Is this enough to justify going to the very top of my budget range to buy, maintain and insure? The cost of a clutch job and set of tyres was beginning to scare me to death - the fact it wasn't worth it made my decision a whole lot easier.

Return of the virtual track test - now with 100% less virtual

Back in the winter, when racing was scarce and the Playstation was looking dusty, I did a virtual track test of a number of cars I was considering buying, having switched jobs and putting myself in the place of being able to afford some new wheels.

So it's time to update the blog on the process, because I've made my choice and am in the process of buying something. Apologies for the tenuous racing connection in this post, but a number of readers had asked about where things stood.

A quick review of the contenders: '00-'02 Audi S4, '00-'02 BMW M5, '04-'05 Acura TL, '04-'05 Subaru WRX STi, '04-'05 Volvo S60R, '06-'07 VW GTI, '02-'05 Subaru WRX, '03-'06 Mitsubishi Evo, '01-'03 BMW M3 and I took a test drive in one other car not on the list, an '05 Pontiac GTO.

Here's how they stacked up:

Tenth: VW GTI: Admittedly a wild-card choice from the start, given it's front-wheel-drive platform, I was seriously concerned my partner K would fall in love with it whilst I would be less excited. This example sat on the nicer 17" rims as opposed to the ugly 18"s, and was a nice dark grey, with a carbon fibre intake under the hood. From the get-go it felt eager, with a fun power delivery from the 2.0 FSI turbo engine. The brakes were strong but snatchy. The two major knocks against it were the blah handling and an aura of cheapness. It didn't suffer from too much torque steer, but there was little of the planted feel you get with a 4wd or that lively back end in a RWD car. And despite VW's best attempts to match sister brand Audi in fit and finish, there was no doubt that this was an econobox. The nail in the coffin was the potential depreciation nightmare buying a very recent economy car for $18,000. Thankfully, K hated the car, after a brutal battle with the transmission which left both car and driver refusing to talk to each other.

Ninth: Acura TL: Another virtual non-starter due its FWD platform, but I've always liked the look of these cars, so wanted to see how they were to drive. After much searching I found a stick-shift example at a local dealer. The interior was the antithesis of the VW: it was light, airy, comfortable, classy, high-tech and generally pleasant. Clocks were easy to read and cutting edge in design. On the road, the power of the 3.2 V6 was really impressive, its sub-6 second 0-60 time very believable, despite the car's weight. All was going well until I hit the freeway on-ramp, and stood on the loud pedal. My gentle steering input was ruined by vicious torque steer as the front wheels struggled to cope with that much power whilst turning too. This resulted in instant disqualification, although I really liked everything else about the car. If they move the drive to the proper end of the car, this would be a true BMW 5-series competitor.

Eighth: BMW M5: Speaking of the 5-series... We tried an immaculate black 2000 M5, although pootling around Redwood City didn't reveal much of the car's handling or performance. What we could gather was that it was immensely powerful with a turbine-smooth delivery. However there was no getting around the fact that this was a massive vehicle. There was little fun to be had here, with the austere interior reminding me of those people who have a "formal" living room. K quite rightly exercised her veto power here, feeling uncomfortable with the size of the vehicle. To make things worse, the driving position and long hood required her to raise the seat to see where she was going, which forced her long legs up against the dash. I think it's safe to say that this is for people who want a big car that happens to be fast, not vice versa. In other words, not us.

Seventh: Subaru WRX: To be fair, the poor Rex had the dubious distinction of being driven after the STi, so comparisons were inevitable. Furthermore, it was forced to be compared with our current car, a lively, characterful 17-year old Subaru Legacy wagon that seems to go faster the further it goes beyond 200,000 miles. This WRX was filthy, owned by clueless owners and was fitted with a stupid HKS blow-off valve and turbo-timer, so the odds were utterly stacked against it. The 40bhp more than our wagon seemed like a small difference, and the grip levels were so much lower than the DCCD-equipped STi that it made for a tedious drive. The interior was utterly boring (which I knew from my rally co-driving days) and the seats were very average. My suspicion is that given a more entertaining road and less irritating owners, barking warnings and directions from the back seat, we might have thought more of this one.

Stay tuned for the top six...

Gran Turismo virtual track test epilogue

Being on a winter break, I decided to revisit my Gran Turismo track test exercise, and managed to improve my times in all eight cars. Interestingly, some gained more than others:

• M3 - 1'41.859 (-1.905) - gains 2 spots
• Merc E55 - 1'42.453 (-1.203) - same
• Evo - 1'43.095 (-0.238) - loses 2 spots
• Subaru STI - 1'44.646 (-0.908) - same
• Audi S4 - 1'46.762 (-1.191) - gains 1 spot
• Volvo S60 - 1'46.921 (-0.463) - loses 1 spot
• VW GTI - 1'51.634 (-1.735) - same
• Acura CL - 1'52.035 (-1.509) - same

The main conclusion here is that the M3, which I described as being a more demanding and rewarding drive, had a lot more to give, whilst the Evo turned out to have very little extra depth - the time I got first time round was very similar to this time. I ended up spending more time in the Evo than any other car, because I couldn't believe that I couldn't do any better. Alas, I was wrong.

The Audi made a marginally better gain than the Volvo too, but was still tedious work.

The STi was still my favourite!

Gran Turismo virtual track test Part 3

Belly full of pizza, I got stuck into the second half of my track test of the cars on my shortlist for purchase in 2008. An overview of this madcap idea can be found here and the first half of the test here.

Today's line-up was a little more difficult to put together, as four of the remaining five cars are not actually in the game. A little creativity helped solve that issue though, as you will see.

Mitsubishi Evo - Best time of 1'43.333 - Comparisons with the Subaru WRX STi are inevitable, as indicated by a thread I started on the NASIOC forum asking for people's personal opinions on the two cars. Straight out of the box the Evo felt exceptionally fast with more urgency in the lower part of the rev range than the STi. Curiously, the game reports its power as 316bhp, whilst US manufacturer figures are 271bhp. Quite a difference, and I'm not sure whether this is the manufacturer being coy, GT4 being optimistic, or a difference in spec between the Japanese and US models.

Through the corners the Evo has a more neutral balance than the Scooby. Whereas the WRX will pitch in tail-happy and drift the front on corner exit, the Evo will get into a constant four-wheel drift all the way through. It's the kind of handling that makes you feel like a driving hero, regardless of how much is actually down to built-in handling gizmos. This doesn't diminish the fact that it will dive into a corner, seeking out the apex like a missile on radar lock. The downside of this very quick steering is that it's harder to keep in a straight line on the straights, where a subtle weave is a common sight (a victim of the video game interface and certainly not what you'd expect in the analogue world). It's also worth noting that the brakes are very good, and have an edge over those on the 'Rex.

There's a problem though, and it's something I've read about in real-world road tests of Evos: it's all a bit easy. This may sound odd, but this car drives like a video game. Remember those old-school arcade racers where you never really needed the brakes and could only get into trouble when you hit the scenery? The Evo is like that. To verify my hypothesis I took the car out for a few more laps, this time deliberately driving like a hooligan, braking too late, turning in too hard, applying the gas too early, and generally being cack-handed. Amazingly I was still clocking times as quick as I had in the STi, and on my filthiest, most wretched lap I was faster than the Audi S4 had ever gone.

What happens in the Evo when you drive like this is that the four-wheel drift becomes the standard method of cornering, and will end up simply scrubbing speed all the way through the corner, leaving you with a low exit velocity. Each corner starts out by feeling amazing but ends up being disappointing. It's the antithesis of the M3 where a thoughtful, measured approach gives great satisfaction thanks to that perfect application of power from apex to exit. I can only guess that it's the Active Yaw Control that's to blame here, a piece of electronic trickery absent on the US-spec Evo VIII. In the real world, where hooligan driving comes with more consequences, and any Evo I drive will be sans-AYC, it might make for a better drive.

Volvo S60-R - Best time of 1'47.384 - There's no S60-R in GT4, but there is an S60 T5 Sport. A trip over to the tuning shop gave me the opportunity to add on the extra bits that Volvo added in the real world: sports suspension, better brakes, close-ratio gearbox and uprated turbo. In the real-world there's plenty of additional engine mods, but the turbo upgrade in the game brought me right up to the 300bhp that you find on the R. The one thing I couldn't change was the drivetrain, so I had to make do with front-wheel-drive as opposed to the R's all-wheel-drive.

I have to admit, I wasn't expecting much, but ended up pleasantly surprised. The big Swede proved to be damn quick, hauling itself up and over the crest at Laguna's turn 1 with gusto and making me hope the brakes were up to the job. The S60 is very stable in cornering - you'd expect a front-wheel-drive platform to generally tend towards understeer, but in this case the long wheelbase seems to help it keep the nose tight. "Keeping the boot in" works in many places around Laguna, especially turns 3, 9 and 10, where it felt like it was running wide but always "just" made it around as long as you steadfastly refused to back off.

In retrospect, the close-ratio gearbox with its default settings may not have been ideal and I found myself frequently having to change down as I was exiting corners. Perhaps reverting to the original tranny would have helped in that regard. Braking performance was acceptable - nothing to write home about, but by no means a disappointment like the M3.

One of the best things about the Volvo was the exhaust note, a raucous growl, the result of the asymmetrical number of cylinders (five) no doubt. This example obviously didn't sport the accoutrements of the R version, itself available with a spoilers'n'skirts treatment, which in my opinion does wonders for the staid looks. Best I could do was purchase a set of Enkei alloys in the Gran Turismo wheel shop. A reduction in unsprung weight was an additional advantage and may have helped the car ride the kerbing (particularly through the Corkscrew) better.

Acura TL 3.2 - Best time of 1'53.544 - Once again, the TL is not in GT4, so I drove a 2003 Acura CL Type S. It shares a platform with the previous generation TL, which ended up being carried over into the car I'm considering. All three sport the same 260bhp 3.2 V6 engine. So I think it's safe to make comparisons using the '03 CL instead of an '04 TL. It should also be noted here that the inclusion of the Acura on my list is definitely a wild-card choice. Performance figures are good enough, so I decided to include at least one contemporary luxury car for the sake of diversity. Who knows, perhaps I'll prefer the gadgets and leather of the TL over the manic nature of a Japanese rally-rep?

Initially the car is similar in feel to an M3 with smooth, seemingly effortless power delivery. On arrival at the first corner, the brakes did their job well, the nose tucked in neatly to the first of the two apexes and stayed there until I was ready to put the power down to exit. When I finally did so it obeyed well without any loss of front grip and bounded off towards the next corner. The pattern repeated itself all the way through the first lap. "This is going great" I thought. The car seemed pliant, willing, fast and controllable. Then, as I crossed the start/finish line I realized why: it was slow. It seemed fast, but much of that was down to the rough ride that kept the vibration motors in the controller rumbling away throughout the lap. I wondered if maybe I wasn't trying hard enough, so I attempted to put in a couple of flyers, only to immediately find the cars limits. It won't do anything abnormal, but when the Acura is within its comfort zone it feels like it's doing a great job. Sadly that's because the car is never going particularly fast or being dynamically challenged.

A definite thumbs-down, despite the fact it seemed so good. I want an honest car - the Acura makes slow feel fast (whilst the Evo and STi make fast feel slow...)

BMW M5 - There is no E39-model M5 in the GT4 and no BMW even remotely like it. The E60 M5 is completely different with a larger V10 engine and much more power. Instead, I drove a Mercedes Benz E55 AMG. Best time of 1'43.656.

I picked the Benz because, like the M5, it weighs 4000lb, is rear-wheel-drive, has a 5.0 V8 and makes more than 400bhp. It's an utterly terrifying car to drive. The power is monumental and you can almost feel the shove in the back, which keeps building. The massive brakes do their job well, considering they're stopping 2 tons of car and the car is surprisingly agile turning in to corners. However, like the M3 (the only other RWD car in the test), when you get it wrong there's no room for error. Where the Evo will cosset you and make you feel like nothing's wrong, the Benz will send you into the bushes faster than you could ever imagine. My worst "offs" of the whole track test were in this car, most notably at turn 3, where a skim of the gravel trap is the norm but a collision with the fence is what the Benz delivers. That same rear-wheel-drive dislike of trail braking that the M3 exhibited showed up again proving that you have to be deliberate in doing one thing after the other to avoid running into trouble. With speeds this high, that kind of trouble is literally around every corner, as you struggle to slow it down, turn it in, hit the apex and get on the gas without jettisoning yourself off the road, spinning, or worst of all in a game like this, driving like a granny.

Eventually, after 6 laps, I was able to make a mistake-free run, and the time produced was good enough for second-fastest. With some more work, I see no reason why the Benz (and consequently the M5) couldn't outpace the Evo.

Subaru WRX - Despite the presence of 15 different road versions of the WRX on GT4, none of them are equivalent to the US-spec non-STi version. All have power outputs in excess of 275bhp, whilst the regular WRX puts out 225bhp. Amazingly, this is the one car I couldn't end up including in the test. Based on times from the STi I can only guess that with a power difference of 75bhp, it's going to be a good 5 seconds a lap slower, perhaps in the 1'50 range.

The final scores

1. Mitsubishi Evo VIII - 1'43.333
2. Mercedes Benz E55 AMG (standing in for the BMW M5) - 1'43.656
3. BMW M3 - 1'43.764
4. Subaru Impreza WRX STi - 1'45.554
5. Volvo S60 T5 Sport (standing in for the S60-R) - 1'47.384
6. Audi S4 - 1'48.672
7. VW GTI - 1'53.369
8. Acura CL 3.2 (standing in for the Acura TL 3.2) - 1'53.544

The verdict
Last place goes to the Acura, which ended up being a big fraud, but perhaps in the real world this isn't such a bad thing. Driving some of the great Northern California roads and feeling like you're going fast whilst not endangering your license is worth a consideration. After all, its pace was virtually identical to that of the VW. Ahead of the Acura is the Audi, which delivered in the engine department with a lovely free-revving V6 twin-turbo, but was badly let down by a chassis that seemed to suck all the joy out of the driving. The opposite can said of the little GTI, which I'm placing sixth. It certainly had a zippiness to its handling, but going up and down the hills of Laguna Seca (and in the real world, San Francisco), I wonder if a bit more torque would help complement the fun-loving chassis.

Fifth goes to the Mercedes, doing a fine job of pretending to be an M5. To say it's a handful is a bit of an understatement. If you listed these cars based on difficulty to drive the Merc would rank as most difficult. Along with that comes the greatest satisfaction, but in this case the effort required is too much. The M3 strikes a perfect balance in that regard, whilst the Evo is the polar opposite.

Ahead of the Merc is the Volvo, which ended up as the dark horse of the test. I can't wait to get behind the wheel of an S60-R, because that lovely 5-cylinder engine (mated to a chassis that does well in FWD form and must surely be even better with AWD) made for a truly enjoyable drive. At this level, the only thing holding it back is a slight lack of spark or excitement, something that the third place Mitsubishi has in spades. For years I've lusted after an Evo, but now I'm in the position to buy one it's not the slam-dunk that it used to be. Questions about its reliability, fit and finish, cosmetics and now, it's handling, all have me thinking much harder about whether it's the car for me. Still, they're damn exciting.

And so to the final two cars. Both are incredibly involving, but in entirely different ways, the M3 being a more cerebral, rewarding drive whilst the STi offers immediate satisfaction along with characterful handling. Based purely on driving pleasure I have to give it to the Subaru, mainly due to the slight nervousness and reserve that the Beemer induces in the driver. In the real world, they're also very different. My budget will just about get me into a 2001 M3, whilst I can get an '04 or '05 Subaru. Maintenance and reliability are cheaper and better in the Japanese car, but the BMW brings with it a level of luxury and refinement lacking in the STi.

I'll post again with real world test-drive experiences in two months time. First thing's first, I need to replace my motorcycle! That's a much easier proposition, since I know what I want. Oh, and since I don't own Tourist Trophy...

Gran Turismo virtual track test Part 2

We're off to the track! Yesterday I outlined my plan to track test the nine cars that are on the shortlist for my next car purchase, and to do it on the Gran Turismo 4 video game. Today, I took the first four of them out onto the track at Mazda Raceway Laguna Seca. Time to channel my wannabe Evo-mag writer side:

VW GTI Mk. V, 2 door, manual transmission- Best time of 1'53.369 - The first thing you notice about the VW is that it feels a bit sluggish, not surprising considering it's the least powerful of the nine cars on the list. Trying to gain speed as I climbed the front straight at Laguna was a chore, so I fully expected my first touch of the brakes to be equally disappointing. How wrong I was. As I executed the stopping for the Andretti hairpin, I found myself ending up well short of the corner. Lesson learned.

For low- and mid-speed corners, the little VW loves to dart for the apex on initial turn in, but if you carry even a little too much speed, that's quickly replaced by ugly front-wheel-drive ploughing understeer. As you can expect, backing off the throttle will solve the problem, happily without the lift-off oversteer that was so common on older GTIs.

There's no doubt the GTI is a nimble, fun car, but the lack of power and that nagging FWD understeer tendency definitely detracted from the experience.

Subaru Impreza WRX STi (JDM 2.0) - Best time of 1'45.554 - The game lacks an STi with the USDM 2.5 litre engine, offering instead a 2002 Japanese-spec 2.0 STi or the lightweight 2004 C-Spec STi. Of these two, the '02 seemed more like what I was looking at, especially as it sported the 2004 facelifted cosmetics for some weird reason.

The Impreza immediately feels much faster than the Golf as my first lap beat the best time that I was able to achieve in 5 with the VW. Corner after corner, the rally-rocket is afforded greater agility due to its free-revving engine that jumps in to solve any handling errors. Turned in too late? No problem, get on the gas and the car goes where you point it. In too hot? A quick lift of the throttle instantly rotates the back of the car in your favour. If you continue to push too hard towards the apex the car tends to a full understeery 4-wheel drift, as opposed to the Golf's ploughing.

The brakes are okay, but couldn't match the bite of the GTI and weren't helped by the massive speeds the car could quickly pick up. Acceleration out of the corners is magnificent, but correct gear selection is important, as a lack of torque made things difficult. This is perhaps indicative of the 2.0 engine - the 2.5 is supposed to be much better low down the rev range.

The STi is like an oversize go-kart, quick to respond, incredibly communicative, agile and fast as all hell. How the US version compares is to be determined in analogue, but I can't wait to have a go!

BMW M3 E46 Coupe - Best time of 1'43.764 - As the computer handed off control before turn 11, the car felt big, slow and heavy. Then I applied the power coming out of the hairpin and the Laguna Blue Beemer just pulled and pulled and pulled, before long eclipsing the highest speeds that the Impreza could attain. The shifting feels slow, perhaps due to turbine-like characteristics of the engine - you get the impression that there's a massive flywheel in there somewhere. The power delivery is so buttery smooth you hardly notice it until you reach brake markers and realize you're two gears higher than expected. A quick, panicky deceleration and it's time to get back on the gas as you pass the apex. Here is where the massive grip of the M becomes evident - pick your line and the car will stick to it come hell or high water. It's the proverbial "on rails" experience that makes Laguna's butt-clenchingly exciting turn 4 a joy to behold. Moments later however the BMW's major flaw comes through as you throw out the anchors for the difficult, misleading turn 5. You have all this speed, but very little with which to get rid of it, and the M3 made numerous trips into the gravel at both 5 and turn 2 as a result of crappy brakes.

Handling is more stately than in the previous two cars and demands a very different approach. There is certainly the feeling that it prefers that you brake in a straight line because it wants to steer from the rear wheels under power application, and trailbraking on corner entry causes unwieldy oversteer. It will turn in predictably but without the lightning sharpness of the STi or GTI and feels less twitchy as a result. Once you've got the hang of it, it's rewarding stuff, although finding the limit is much harder because its handling is so good (until things go wrong). This was also my experience in the E36 M3 I had a chance to drive a few years ago. It thus took more laps to put in a mistake free run. Once I did though, I killed the Impreza's time by 1.8 seconds.

This Beemer felt like a very serious, grown-up fast car. In the real world this is bolstered by the well-equipped interior and quality of finish inside and out. It faces the highest insurance quotes and one of the highest purchase costs on my list, so I envision a "head vs. heart" conundrum...

Audi S4 - Best time of 1'48.672 - This car is harder to find on GT4, since it's only available in the used car lot and only from time to time. I already had one in my garage, but specced up to 360bhp. First thing's first then, time to remove the chip, exhaust, racing clutch and racing suspension. Man, how I wish I could have kept them though...

...because the S4 was an utterly boring drive. The engine wanted to rev, but the chassis wasn't good enough to allow it to do so, demanding gentle turn in and prohibiting early application of power. What made things worse was that the rev-limiter was set too low, meaning the fun-loving engine ran out of room before it was ready, putting itself back into the low end of the rev range after a shift. Understeer was rampant, albeit in a 4-wheel drift pattern like the Subaru showed. Difference was that the Subaru would only resort to that behavior when it had run out of all other options. In the Audi you turn in a touch too fast and it immediately throws its hand up and says "sorry, too fast, back-off or we're making a reservation at the Understeer Motel for the next two weeks!"

Try as I might I couldn't improve my time. People talk about how the S4 is ready for modding and I see why - in stock form it's really not the sporting vehicle it claims to be. The engine note is somewhat flat for a V6 bi-turbo, and it certainly lacks visual excitement, going for style instead. Even with that approach, it kind of fails with its jelly-mould looks and lack of purposeful lines. Only a striking colour like the Nogaro Blue example I saw advertised locally can save its aesthetics.

So after the first day's competition, the scoreboard looks like this:

1. BMW M3 - 1'43.764
2. Subaru Impreza WRX STi - 1'45.554
3. Audi S4 - 1'48.672
4. VW GTI - 1'53.369

Tomorrow I'll look at the Evo VIII and fudge my way through the other four cars, none of which appear in the game...

Gran Turismo virtual track test

Since we're in the off-season and racing news is somewhat thin on the ground, I think it's time for a little fun and games...

I've been lucky enough to be offered a new job starting in the New Year, and it brings with it a very significant pay increase. For years although I've had nice motorcycles I've always had old and/or difficult and/or ugly cars ('83 Golf GTI, '87 Alfa Romeo 75/Milano, '90 Subaru Legacy). So I've decided that I'm going to be spending a portion of my new paychecks on a car payment, and that for the first time in my life I'll have a nice, newish, fast, interesting car.

Numbers have been crunched, spreadsheets created, insurance quoted and classified listings scanned, and a shortlist of nine cars came out. It was easy enough to gather information on acceleration, insurance costs, fuel consumption and other pertinent details to help my decision, but until I start test-driving actual examples, it's hard to figure out how well each will perform, and impossible to determine their abilities at track days (until I'm the owner).

Then the idea came to me... I'll do the ultimate virtual track test, utilizing the amazing tool that is the Gran Turismo 4 video game on the Playstation. I've always loved this game, and am far enough in to be able to buy all the cars in question without emptying my virtual bank account.

The rules are simple:

• Each car will be stock. No upgrades or modifications, and all must be on street tyres.
• Each car will lap Laguna Seca in practice mode with no other cars on track until I feel that I've done as good a lap as possible.
• Traction control will be set to 50% (default is 70%). If I was to turn it off, basic control of the car would become impossible and I'd spend more time struggling to play, than actually evaluating the cars.
• Manual transmission must be used.
  
• If a car is not in the game I will endeavor to find something suitably close for evaluation purposes.
• Cars will be evaluated based on best lap time as well as handling and power characteristics.
• As much as I'd love to use my Driving Force steering wheel, the game is actually harder with it. See the traction control rule. So I'll use the standard dual-shock controller.

Okay, let's look at the projected line-up:

• 2002-2005 Subaru WRX 4-door (US domestic version manual tranny and the 2.0 turbo engine generating 225bhp)
• 2004-2005 Subaru WRX STi (US version with the 2.5 turbo engine, generating 300bhp)
• 2003-2004 Mitsubishi Evo VIII (standard version, not the lightweight RS or the faster MR)
• 2001-2002 BMW M3 (E46 model, 2-door, manual tranny, not the SMG)
• 2000-2002 BMW M5 (E39 model with the 440bhp V8)
• 2000-2002 Audi S4 (4-door, not the wagon, and with manual tranny)
• 2004 Volvo S60-R
• 2006.5-2007 Volkswagen GTI (2-door, manual tranny, not DSG)
• 2004-2005 Acura TL 3.2 (manual tranny)

Let the games begin!!!

(By the way, what do you think of my choices? Any other suggestions? Some cars that were considered but discarded include the Pontiac GTO, Nissan 350Z, Audi TT, Volvo V70-R and Mini Cooper S.

Budget is less than $25,000, and it must be fast, interesting and have rear seats.)