Drive Your Dream Blog

A federal holiday since 1894, Labor Day is less about labor unions these days and more about the last hurrah of the summer. Popular Labor Day activities include travel for the long weekend, barbeques and picnics, and exotic car rental. How will you be spending your Labor Day in Dallas?

• Spend Labor Day Weekend at Rangers Ballpark Rangers Ballpark
  Rangers Ballpark in Arlington, TX will be the setting for a three-game series this weekend as the Rangers host Cleveland. The ballpark seats 49,115 spectators and boasts a museum and a children’s learning center. The Rangers Ballpark opened in 1994 and features architecture that is quintessentially Texan.



• Labor Day Weekend Party at Martini Park
  Martini Park in Plano, TX is hosting a Labor Day party on Sunday night at 6:00. The venue plans to offer barbeque-style food, including grilled corn, deviled eggs and pulled pork. The festivities will also include DJ music and live bands.
• Rent a Lamborghini Gallardo in Dallas for Labor Day Weekend. Driving an exotic car is a great way to celebrate the end of summer, especially when that exotic car is a convertible. Car enthusiasts can dream big and experience the thrill of driving that dream when rent a Lamborghini or other exotic, classic, or luxury vehicle.
• Spend Labor Day Weekend at Six Flags
  No summer excursion says fun like a day at the amusement park, so head over to Six Flags in Arlington, TX. The park offers activities for the whole family, and the best way to get a good price on your ticket is to purchase online. Online tickets go for the kids’ price of $29.99.
• Stop by DFW Elite Toy Museum
  A great activity for the whole family, DFW Elite Toy Museum offers a glimpse at the rare automotive-related toys of the past. The collection includes driving school models, pedal cars, and many other exciting toys.



• Labor Day Picnic Grilling at White Rock Lake
  Bring the whole family and celebrate Labor Day by grilling out at White Rock Lake in Dallas, TX. The largest body of water in Dallas, White Rock Lake is known for its gorgeous sunsets.

No matter how you celebrate Labor Day in Dallas, it will be a great time. The city offers activities for every member of the family, and everyone knows that the people of DFW know how to have a great Labor Day Weekend in Dallas!

Kate Miller-Wilson is a freelance writer living in the Twin Cities. Visit her website or email her for information about her freelance writing services.

It seems that every year as the thermometer reaches its apex in the Lone Star state, means that the State Fair of Texas is just around the corner. With temperatures hovering around 100 degrees in Dallas today, this indicator seems to be holding true for another year.

The State Fair of Texas is set to commence on September 26 and run through October 19. Now, I don’t want to get accused of being a homer for Texas (although Texans certainly reserve this right and exercise it frequently), but the State Fair of Texas definitely stands out from other state fairs.

Although many state fairs are worthy of attendance, some are nothing more than spruced up carnivals with a smattering of livestock.

The State Fair of Texas, on the other hand features a full compliment of rides and amusements, a nationally televised college football game (the Red River Showdown between the Oklahoma University and the University of Texas), and plenty of off-beat offerings.

Perhaps the most offbeat of them all is the best of fried food contest. The State Fair of Texas is known for giving the world the corn dog and the lesser-known fried Twinkie.
I’ll take mine with a side of angioplasty, two stints, and a defibrillator please! Among this year’s contestants are a fried pineapple ring, chicken fried bacon, and fried S’mores. Cardiologists, clear your calendars.

The State Fair of Texas also features a top shelf car show. This year’s car show has expanded to feature 300,000 square feet of display space with two indoor areas and an outdoor area for trucks and activities. “Texans have always been proud of the car show at the TX State Fair,” stated Ron Sturgeon.

Sturgeon is a Dallas-area businessperson who makes his living supplying exotic cars to those desiring that extra flair as they get from point A to point B. Among Ron Sturgeon’s businesses are an exotic car club in DFW, exotic car rental agency, exotic car tour business, and even a toy museum in Fort Worth.

DFW Elite Car Club (http://www.dfwelitecarclub.com) offers drivers the chance to drive any of the club’s many exotic cars for extended periods

Using a flexible points system, the club allows its members to purchase the exact amount of drive time that they want with the convenience of monthly billing.

“Many other car clubs insist on receiving the full amount of annual membership up front because they need the capital to buy cars. We’ve got the cars—a pair of Lamborghini’s, a Ferrari F430, an Aston Martin Vantage and dozens more—so we are pleased to offer flat rate monthly billing,” says Tom Warren, GM of the Dallas exotic car sharing club.

Written by G.D. Gregory. If you are interested in having me write stories for you or seeing my portfolio, please contact me at ggpsu@yahoo.com.

What you see in the photo above is the new Rossi 66, a new vehicle which is a modern interpretation of the 1966 C2 split window Corvette. If you like what you see, the company is already taking orders for the car.

The new car will be built on the platform of the current C6/Z06/ZR1 Corvette. Right now only a coupe version of the car will be available, but according to the manufacturer, a convertible version is going to be developed in the near future. Also, the manufacturer will offer light weight Rossi forged wheels, big brake kits, custom exhaust system, appointed interior trims and seating along with many other custom accessories designed specifically for this brand.

A customized F430 was caught in Maranello.

Lehmann Photo-Syndicate for Brenda Priddy & Co.

We appear to be seeing one of the first fruits of Ferrari’s build-your-own supercar program, as spy shooters caught this F430-based speedster in Maranello, Italy.

This car seems to bear the imprint of Italian design house Fioravanti, with sleek lines that extend from the front bumper to the rear of the car.

Up front, it gets significant detailing, though the F430 lights remain. The back takes circular lights from the 599, which frame the mesh cooling grille. Shallow flying buttresses are also evident, an apparent Pininfarina styling element.

The car makes considerable use of carbon fiber–it’s on the side skirts, mirrors, roof and lower front spoiler. Large vents are placed in the front-wheel arches, possibly for performance (or simply because they look cool).

A nice shot of the car’s angular side.

Lehmann Photo-Syndicate for Brenda Priddy & Co.

This supercar is thought to be set for an Asian collector, and it joins Pininfarina’s P4/5, Giugiaro’s GG50 and Zagato’s 575 GTZ, as one-offs from coachbuilders.

This program isn’t cheap–estimated cost is $3.1 million–but you get to use the F430, 612 Scaglietti or Enzo as a canvass. Ferrari says customers cannot change certain things, such as the drivetrain, front windshield and other Ferrari genes.

Possibly one of the most elegantly handsome Rolls-Royce motorcars ever was the Phantom II Continental close-coupled Sport Saloon exhibited by coachbuilder Park Ward on its London show stand in 1933.

This is not that car. But it is a near-perfect scale rendering of it, artfully adapted from the 12-foot wheelbase of the Continental to the 11-foot span of the smaller and less costly Rolls-Royce 20/25. The show car’s gracefully falling beltline is faithfully reproduced, underscored by the same tapered molding. The 12-inch difference seems to have come out of the hood and the rear doors. Unconfirmed legend says it is one of three cars so constructed before the management in Derby decided the abbreviated rear doors did not permit a well-dressed lady to enter or exit the rear seat with dignity.

Park Ward did catalog a more conservatively rectilinear (and presumably more practical) close-coupled saloon for the 20/25, itself based on one of the coachbuilder’s standard-issue designs for the Phantom II. Hooper offered a similar body as well.

Our featured car, chassis GED 78, was painted dark green when it was delivered to Shipley, Yorkshire, in June 1934. The Philadelphia collector who began its restoration in 1987 chose the burgundy-over-black scheme it wears today. Ed Dean acquired it in 2001 and still owned it when we drove it last August. (It since has been sold.)

The narrow rear doors combined with fixed outboard armrests do make climbing into the rear seat awkward. Once inside, there’s adequate room for a night on the town but perhaps not for an extended drive.

Up front, the semibucket seats are comfortable and supportive. The shifter, in typical Rolls fashion, is buried in the right-front foot well, requiring the driver to lean forward and reach down to negotiate a gate that’s knife-edge narrow. The clutch goes a long way down but not uncomfortably so. The engine is the same 3.7-liter overhead-valve six that delivered such lively performance in the “3½-liter” Bentley (Escape Roads, July 24, 2006), and it pulls the two-ton Rolls up to 55 mph with admirable energy and a satisfying six-cylinder hum. But try to push it faster, and you’ll feel the extra weight and drag of its more elaborate coachwork. Contemporary testers clocked 0 to 60 mph in 31 seconds and a top speed of about 73 mph.

Handling is not exactly sporting but precise in a way an enthusiast can appreciate. If anything, the Rolls swings into a curve more eagerly and settles more quickly than we anticipated. The ride is smooth and level but in touch with the road, rather than pillow-soft. The effortless mechanical-servo brakes would almost do a modern car credit. Still, the sheer mass of the machine encourages a more serene driving style–with dignity.

Mercedes has gone horsepower crazy. The German automaker’s line of supercharged V-8s generates as “few” as 469 horsepower (in the E55 AMG) and as many as 617 (in the SLR McLaren supercar). Then there are the V-12s, which pony up from 493 horses in the SL600 to 604 in the CL65 AMG.

And Mercedes seems determined to stay atop the heap in these horsepower wars. There are plenty of tuners out there equally infatuated with piling on to that heap. Take Kleemann USA in Colorado Springs, the American face for a Danish tuner that’s been specializing in pumping power into Mercedes cars since 1985. Over the past three years, we’ve tested five of Kleemann’s hopped-up cars, including the 427-hp CLK43K [C/D, December 2001] and the 535-hp G55 AMG [Specialty File, “500-hp Hummer versus 535-hp Geländewagen,” C/D, September 2003], and came away each time sufficiently impressed with the quality and speed of the product.

Kleemann’s latest Olympian is the 55S8, a supercharged version of the new, 362-hp C55 AMG featured in C/D last month [”Executive Adrenalators“]. Seems Mercedes is doing what it can to help its tuners, in this case by dropping a big V-8 into its compact sedan. In stock form, the C55 scooted from 0 to 60 mph in 4.7 seconds and through the quarter-mile in 13.3 at 108. Those stats reflect quicker times to 60 and the quarter than those put forth by the last BMW M5 we tested [”Deep-Pocket Rockets,” C/D, May 2003]. Even the 12-cylinder Bentley Continental GT, which did 4.9 to 60 and 13.4 in the quarter [”Euro Fancy Coupes,” C/D, August 2004], couldn’t keep up with the $55,920 baby Benz.

We’ll be honest. When Kleemann USA’s director, Brandon Grantham, delivered his company’s pewter-colored 55S8, we figured it might knock a few 10ths off the stocker’s already impressive times, possibly putting it in the speedy company of, say, an Aston Martin DB9 or Ferrari 612 Scaglietti. Then we saw the claimed power numbers of 570 horses and 580 pound-feet of torque. Oops.

Starting with the C55’s hand-built, naturally aspirated 5.4-liter V-8, Kleemann bolted on an Autorotor Lysholm supercharger with a water-to-air intercooler good for 7.3 psi of boost ($11,000) and its “Super Sound” exhaust system ($7900), which includes larger stainless-steel tubular headers with bigger down pipes, freer-flowing catalysts, and straight-through mufflers and resonators. Sticking with the stock AMG Speedshift five-speed automatic, Kleemann then added a recalibrated engine computer ($1000) to ensure the proper air-to-fuel ratio. The 55S8 was suddenly a supercar-eating beast. No, seriously.

At the test track, the 55S8 thundered to 60 in just 3.8 seconds and through the quarter-mile in only 12.2 at 117. To put the 55S8 in the same league as the DB9 and 612 would be an insult—to which one we’re not really sure. The 55S8’s numbers devour the Ferrari Challenge Stradale’s (4.0, 12.4) and Porsche 911 GT3’s (4.0, 12.3). They eat up the Dodge Viper’s to 60 (3.9) and the Lamborghini Murciélago’s in the quarter (12.6).

Then there’s the Kleemann’s 5-to-60 street-start time of 3.9, which is lower than all of those cars’, not to mention the Saleen S7’s (5.1). Heck, it’s just 0.2 second behind the 605-hp Porsche Carrera GT’s.

Now, in case you’re thinking the Kleemann was juiced with nitrous and ran with the grace of a rodeo bull, let us assure you its tank was full of good ol’ premium unleaded and its behavior surprisingly subdued. Around our 10Best loop, the Kleemann felt more planted than the stock car, exhibiting milder understeer and fewer up-and-down nausea inducers. Ride quality could best be described as firm, but it never made us think the seatbelt was a boa. Fitted with Kleemann speed-sensitive dampers ($1200) and custom-made TS-6 19-inch wheels ($6508) shod with today’s must-have Michelin Pilot Sport PS2 rubber ($1070), the 55S8 held on for 0.90 g on the skidpad, a significant 0.05 improvement over stock.

The Kleemann’s braking performance was better than the stocker’s as well, halting the 55S8 from 70 to 0 mph in just 160 feet, compared with 165 for the factory C55. Kudos to Kleemann’s 370 brake kit ($9800), which includes bigger calipers (six-piston front, four-piston rear) and fully floating, cross-drilled rotors.

Carrying an as-tested price tag of $99,003, the 55S8 is costlier than most other supersedans—the Mercedes E55 AMG, the Jaguar XJR, and the Maserati Quattroporte, to name a few—but none is nearly as fast. We wonder if even the upcoming BMW M5, with its 500-hp V-10, will be able to reach the bar set by the Kleemann.

When he first arrived at our offices on Hogback Road, Brandon Grantham told us, “We took the smallest car and squeezed in the biggest engine. We wanted the biggest giggle factor.”

We can hear him chuckling all the way from Colorado.

We have no doubt that our February issue prompted heavy breathing among many gearheads. That installment featured coverage on no fewer than eight vehicles with at least 265 horsepower, three with a minimum of 425, and two that were smuggling 500. That’s the kind of artillery we usually reserve for one of our supercar shootouts. We’re also confident that pages 74 to 76 were quickly dog-eared—that spread presented photos of a bright-yellow 2006 Chevrolet Corvette Z06, a 500-hp banana fast enough to split two scoops of vanilla without getting streaked.

What makes the new, Kentucky-built Z06 so special is that it carries exotic credentials at an everyday price. Generally, cars whose résumés boast titanium connecting rods, a forged crankshaft, a dry-sump oiling system, six-piston front brake calipers, front fenders made of carbon fiber, and an aluminum and magnesium frame cost upwards of six figures. Not the new Z06. It’s expected to be less than 65 large. Lest you think that’s too much for a car from the bow-tie division, consider that that sum buys the aforementioned 500 horses (at 6200 rpm) as well as 475 pound-feet of torque (at 4800), and according to our performance predictions, ratings of 0 to 60 in 3.8 seconds and a quarter-mile score of 11.7 seconds at 127 mph. The only other domestic-built sports car to put up similar qualifications is the $143,345 Ford GT, which hits 60 in 3.3 seconds and the quarter in 11.6 at 128. With just a vague grasp of arithmetic, one can deduce that the new Z06 offers substantially more bang for the buck.

Whether you have the bucks or not, you won’t be able to enjoy the bang from a new Z06 until this fall, some six months after this issue gets hoisted from newsstands. But what if all the Corvette crazies out there didn’t have to wait for the new Z06? What if a Vette with Z06-like performance existed right now? Would that pique some interest in Corvette clubs? It piqued ours.

When Jason Haines from Lingenfelter Performance Engineering (LPE) gave us a ring and asked if we’d like to test the company’s modified 510-hp 2005 C6 Corvette, we said, “How does yesterday sound?”

As its name suggests, the 402 C6 Corvette features an engine that displaces 402 cubic inches, in this case a tweaked LS2 V-8 from the current Corvette. In the LPE, the 16-valver actually displaces 403 cubic inches, but the Indiana tuner liked the sound of 402 because it was a popular size among small-blocks of the past. (It’s the same reason Chevy refers to the new Z06’s 7.0-liter small-block as a 427, even though its cubes add up to 428.) To achieve its 402-plus- cubic-inch displacement, the Lingenfelter 6.6-liter has a 9.6mm-longer stroke and a minuscule increase in bore (101.7mm versus 101.6). Complementing the larger cylinders are a forged crankshaft, forged pistons, billet connecting rods, CNC-ported LS2 cylinder heads with a slightly higher 11.0:1 compression ratio (versus 10.9:1), and Comp Cams dual valve springs with titanium retainers. Comp Cams also supplies the hardened pushrods and the hydraulic roller camshaft. Other enhancements include LPE heavy-duty rocker-arm stands, ported exhaust manifolds, a 3.54-inch throttle body, and an LPE high-flow cold-air intake system. All told, LPE added $17,938 worth of engine mods. Exhaling through a Corsa stainless-steel exhaust, the custom engine puts out 510 horsepower at 6000 rpm and 500 pound-feet of torque at 4600—increases of 110 horsepower and 100 pound-feet—ratings verified by an LPE engine dynamometer report that, along with a chassis dynamometer report and a two-year/24,000-mile warranty, is included.

To keep those 510 horses from stampeding over barriers and road signs, LPE equipped its Vette with $16,123 in chassis changes. A Lingenfelter plastic rear-wheel mini-tub kit makes room for larger, 345/30R-19 Michelin Pilot Sport tires mounted on 12.0-by-19-inch HRE forged aluminum wheels; the fronts measure 10.0-by-18 and wear 285/35R-18 Pilots. Keeping the big shoes planted to the pavement are Koni double-adjustable shocks and Addco front and rear anti-roll bars, with Brembo 14.0-inch-disc, four-piston-caliper front brakes augmenting stopping power. Rounding out the upgrade list are an LPE heavy-duty driveshaft and a 3.90:1 final drive.

Like every other Lingenfelter product we’ve tested over the years, the $85,781 402 C6 Vette drove very much like its stock counterpart—it was simply a helluva lot faster. So it was like taking a standard Vette and turning it up to eleven. The throttle response is even more neck-wrenching, and there is not one spot in the rev range where this engine feels flat. Also, the exhaust note had a wonderful dual personality: Its growl was much more intoxicating than the stocker’s when the gas was pinned, yet it remained surprisingly serene at cruising speeds.

Compared with a standard Z51 coupe, which reaches 60 in 4.1 and the quarter in 12.6 at 114, the LPE struck 60 in a scorching 3.7 ticks and the quarter in 11.9 at 122. Thus, our estimates that the Z06 will do 60 in 3.8 and the quarter in 11.7 at 127 seem quite accurate, especially since its projected curb weight of 3150 pounds is about 200 less than the LPE’s. Furthermore, the LPE also handled and stopped like a champ. With the suspension and brake alterations and the gigantic tires—larger front and rear than the Z06’s Goodyears—the LPE recorded an even 1.00 g on the skidpad (0.98 for stock) and a short 163-foot expanse from 70 to 0 mph (versus 164).

At almost 86 large, the LPE Vette not only is 20 grand over the projected cost of the new Z06 but also resides in 911 Carrera S land. Still, in a car that is so ridiculously fast and so easy to drive, not wanting to wait never came at such an attractive price.

Having a five-year-old and a two-year-old at home means that I keep up on children’s movies. This would include this summer’s Pixar offering Wall E. Without spoiling the movie for anyone, suffice to say that it shows future humans as sloths incapable of even walking on their own.

Apparently, the folks at Toyota thought that humankind’s steady march to this reality was not proceeding fast enough, so they have developed the Toyota Winglet.
Like its cousin the Segway, the Toyota Winglet is a contraption that you stand on and it moves you around without the exertion of walking.

In addition to keeping people from burning any of their own energy, the battery-powered Winglet will burn more of the country’s energy. Wow, it looks like Toyota has a genuine two-bagger here.

Is it me or should exotic transportation be kept to the domain of Ferraris, Lamborghinis, and the like? After all, there are ways to drive a Ferrari F430 without taking out a home loan.

For example, exotic car clubs. These clubs allow members to enjoy driving exotic cars without the cash outlay of purchasing and maintaining them. For a flat monthly fee of exotic car clubs such as DFW Elite Auto Club, it’s quite possible to wow the valet by always arriving in the latest and hottest dream car!

Ron Sturgeon, a Dallas small business consultant, real estate investor, and car collector is the man behind DFW Elite Car Club. Starting with cars from Mr. Sturgeon’s personal collection, the Club’s collection has grown to more than 25 of the latest exotic and luxury cars.

“Besides the cost, the main drawback of ownership is that it limits an enthusiast to driving one exotic car at a time. Our members can choose the car that’s ideal for the occasion,” says Sturgeon.

To learn about joining DFW Elite Car Club, visit http:www.dfwelitecarclub.com. To learn more about car sharing or to find a club in any city in the United States, visit http:www.exoticcarclubs.com, an online directory of exotic car clubs.

Any of these options, promise to be a lot more fun than Toyota’s Winglet.

Written by freelance web writer G.D. Gregory. If you are interested in having me write stories for you or seeing my portfolio, please contact me at ggpsu@yahoo.com.