All posts by Mitchell Weitzman

My First time on Laguna Seca…in a (Brilliant) lexus

By Mitchell Weitzman with Larry Weitzman

What’s that you say, a Lexus? Heresy! However, I revel in the chance to drive as many different cars as I possibly can. It just so happens that my first time ever driving on the famed Monterey Peninsula circuit was in a Lexus. But this was no ordinary Lexus, being the GS F. And it revealed some very interesting characteristics of Munich’s rival from the land of the rising sun, including some of M-Cars’ past. But first, let me get this out of the way: give me a chance to drive one of my favorite race tracks in the world and I couldn’t care less what car I was in. Throw me a Civic with a CVT, and I’ll still make the most of it down the corkscrew. This article, though, is more a chance to illustrate the visceral sensations that Laguna Seca gives, and also to highlight what BMW could perhaps learn from Lexus.

“Hey, you were keeping up with that Porsche!” This was not the sole bewildered exclamation the big yellow Lexus garnered at Laguna Seca. For the Audi RS3s, E46 M3s, Caymans, Camaros, and Mustangs out there, their hands must’ve been tired by the end of the day from pointing us by…But really, when was the last time a BMW driver moved over and signaled you by? 

Let’s set the scene here: February sunshine, and a Flame Yellow 2020 Lexus GS F. This is not the same Lexus associated with pensioners. Remember how, about 15 years ago, half of every new Lexus sold wore that garish shade of beige-gold? No, this is a different kind of Lexus, one that wears its thumping heart on its sleeve and has the lungs of a distance runner.

A normally aspirated, five-liter V8 does the business upfront, producing 467 horsepower at a lofty 7,000 RPM, and an intake honk opening at 5,000 rpm that’s reminiscent of a big-band brass section. There’s a torque-vectoring differential to put power to the asphalt out back, and six and four pot Brembo brakes with rotors the size of a large Round Table pizza to reign you in. The GS F isn’t a sedan that just went to the weight room to bulk up, though, also visiting Pilates for agility and the UFC gym for tactical warfare. 

Weather Tech Raceway Laguna Seca is one of the most storied racetracks in the entire world, being renowned for its famous Corkscrew. Located between Salinas and Monterey, California, temperatures barely crested 60 degrees with the sun showering down on the magnetic yellow paint of the Lexus. Laguna Seca has severe elevation changes, making it a challenge for many. The lowest to highest points are separated by 180 feet vertically…The Corkscrew drops 5 1/2 stories in about 2 seconds. To say that this track is a thorough test of a car’s all-rounded ability is an undersell. 

The track event was organized by SpeedSF, a group committed to let drivers experience their cars at a higher level across Northern California. Some are there to be competitive, while others are beginners learning the ropes and rigors of track driving. Yes, there were casualties, including a Honda S2000 that reduced its overall length by 25 percent (backed into the turn 7 K-wall at about 100 mph –  driver okay). There are 5 groups to choose, from beginner to advanced, with rules set in a drivers’ meeting to ensure safety. Professional instruction is also available. 

Besides the aforementioned German makes, there were a few McLarens, Ferrari 488 Pistas, a sea of Honda S2000s (at least one less than had started), Mustangs, Camaros, Corvettes, and an Ariel Atom even. Our Lexus was the only large sedan present. The paddock quickly filled with nearly 100 cars, some of them trailered in, with roll cages, slick tires, and large spoilers. While it’s practice to fit your track car with go-faster mods like aftermarket suspension, exhaust and so on, the Lexus was exactly how you’d find it on the showroom. 

Now, I want to take you around Laguna Seca, one of the greatest race tracks in the world.

Front straight. Throttle pinned. The shift lights flash as you hit 7,000 RPM, the V8 power plant emitting a sonic boom as you pull the 8-speed’s shift paddle for third. The straight becomes a valley of sound, echoing across the pit wall to the grandstands and back again. Is Spinal Tap playing?

You cross the start/finish line at a hair under 100 MPH, right in the middle of the track. Immediately is the turn 1 kink. Look at a track map and it looks like the straight just bends slightly left. Not true, it’s a turn, and it’s bloody blind. Natural instinct is to lift, but lifting relieves weight off the rear making it light. I once saw a Bugatti Veyron spin doing just that, but at 140 MPH.

Not committing to full, I pull the throttle back 50%, slowly aiming the car to left side and just clipping the portion of asphalt that connects to the pit-lane exit. Now you see the steep downhill run to Turn 2, the Andretti Hairpin. The speedo is showing 118 and needs to be reading 45 in less than 5 seconds. The brake markers show 3, 2, 1, but those are for IMSA GT cars. Apply the brakes at the imaginary number 4 and the Lexus slows up considerably thanks to those large Brembos. The pedal feel is firm and consistent with confidence. As you brake, you aim the car for the middle of the track, keeping the wheel as straight as possible to avoid any upset while reeling off downshifts.

Trail braking works here to help settle and turn the car. The front will want to push wide (understeer in racing speak) from the entry speed, but that’s okay. Let the nose drift a little wide as you smoothly release the brakes and once the nose careens inward, ease onto the throttle in second gear and once the left front Michelin Pilot Super Sports touches the inside curb for the apex, short shift up into third, keep the throttle pinned and steer it out wide, unwinding the wheel to the outside curb. 

Turn 3 is next, a near 90-degree right-hander. From the exit of two to the turn-in point for three is a straight shot, requiring minimal steering input. Let 3rd run to just about the limiter and you can brake comfortably deep. 3 is tricky to find the exact apex point. Instinct is to turn early, but be patient for that split-second past reason and then turn in. Clip the inside curb and then throttle it out to the outside curb. Pull the paddle for 4th, cross under the bridge and turn 4 awaits, a fast right sweeper. We like to keep it in fourth, but you could go down to the upper reaches of 3rd in the Lexus. Hit the brakes on the outside set of curbs and turn in and then come onto the throttle first gently before progressing quickly to full-bore. Allow the car sail to the outside curb. It’s really easy to run wide into the dirt on exit, so the steering requires considerable input on the drive towards the exit.

The turn 4-5 straight allows you crack triple-digits again and serves as a passing zone. Line yourself up on far-right side of track for turn 5, an uphill left-hander that doesn’t seem to end. Be patient with the throttle and turn-in point and look for the end of the long bend. You can have the gas planted once you touch the nose on the inside curb and unwind the wheel to drive it out. Careful here, though. Up the straight, there’s a sound booth. Laguna Seca has a 90 dB limit for most track days. The Lexus was probably not a violator, but we wanted to play it safe so we cruised by. Once past, it’s back to life. 

6 is the favorite of many. The approaching straight is uphill, but right at the entry, it dips back down. The apex has a noticeable compression, and it’s easy for lowered cars to potentially scrape here as the suspension first unloads itself, then compresses fully at the apex dip. First few laps we were hitting the apex at an indicated 69, but later in the day, that number increased to over 75. It’s an absolute thrill ride bombing through 6 at such speed. There is a large ‘sausage’ curb on the far inside that you DON’T want to hit. 

The Rahal Straight is next, a long and steep uphill battle. Even the 467 horse V8 seems almost underpowered here, although triple digits can be achieved before braking. The Corkscrew is next, though. Brake just before the Turn 7 kink and graze the right hand side curb to set up for what comes after. Technically turns 8 and 8a, the Corkscrew is the reason many come to Laguna. Entry is to aim for the middle of the track and, once you have the car hauled down to under 45, look for the inside green curb. Turn in and hit that with your left front tire. Now, we have to go right. If we go too far, we will jump the curb or cut the corner, either of which aren’t ideal. The moment you start to descend, aim for the tree ahead to get your bearings. Got it? That’s when we head right and the exit apex curb (8a) comes into view, being blind before. Touch that and then it’s throttle-on towards 9, the longest corner.

It’s common to see racing drivers hug the inside of 9 throughout, while others enter it real wide, but we prefer the middle lane. It’s easy to upset the car here as 9 is fast with a lot of camber and downhill. Too fast in and lift-off oversteer can send you for a ride. While 3rd gear works, I preferred fourth’s taller ratio for more adjustability. Remember, this V-8’s torque peaks at almost 400 pounds between 4,800-5,600 RPM.

Trail brake to settle the car and then gently ease off. Once you have control of both ends, bring the nose inside to the left and hard, with the throttle steadily increasing. It’s a very late apex, but once you have it, drive it all the way out to the other side of the track and then cross back over to the left side for turn 10. A quick chute with camber, there’s nothing too tricky here, just hit the inside curb and then let it unwind on exit.

Last corner is next, and the 2-ton Lexus comes down from 100 to 40. It’s a sharp acute angle, so you have to turn left harder and also later than you’d think for a good exit. Being too generous with the throttle too early in second gear meant provoking oversteer. Shift up into third, fourth and back over the line for another go. That’s a lap around Laguna Seca. 

What’s most remarkable about the relatively gargantuan Lexus is just how easy it is to drive, and quickly. Furthermore, it’s not just easy, but enjoyable. In certain cases, easy can mean detached, disengaging, and, well, boring, but that’s not the M/O here. The chassis is nigh infallible, and could handle more power (hint). Composure remains strong as you push harder. Do the tires eventually give up? Yes, but only naturally; Spikiness is not of the GS F’s nature. Instead, there’s wide bandwidth of consistence and predictability. Certain rivals have behaved manners on the road, but fall apart when pushed near their extremes. The Lexus welcomes it with a fury of iconic V8 artillery and tire smoke when desired. 

The steering is precise, with feedback that actually alerts you to what’s happening through the front tires, something so dearly missed in most new cars. Understeer is minimal for a front-engined car of this mass, and is totally predictable. The transitions to neutrality and then oversteer have a smooth progression. Michelin Super Sports are universally praised, and they certainly didn’t disappoint. By session’s end, they did lose a little grip as both tire pressures and temperatures rose, but that’s normal. 

Gearshifts are not instantaneous like a dual clutch ‘box, but still happen quick enough to not make you notice while also being smoother in everyday driving. The brakes never faded, providing a strong pedal through the day. Could you brake deeper into the corners? Sure, of course, but we weren’t here to set lap times. Even so, turning consistent 1:47s with lots of room to spare wasn’t so bad.

What about Rivals? How does it compare to our beloved BMWs?

The BMW M5 comes to mind, an iconoclast of a sports sedan. It absolutely decimates the Lexus in every direction in terms of shear performance, but then again it should at a nearly $30,000 premium. It’s a phenomenal car, but I think in overall feel, the Lexus might have it licked. Just barely.

So maybe the BMW M550i? Well, no. It costs about the same as the Lexus (sticker is $86 large) when similarly equipped, has more power, but it feels big, heavy, and just a little lifeless when asked to do the business. A true sports sedan it is not, being an experience compromised by its inane desire to appeal to a wider audience and half-M-badge marketing.

Maybe then the GS F has no direct rivals, as no other sedan in this class/size and under $100,000 shares the same focus and commitment to driver and feel. I’ll gladly exchange a few MPH on the straights for a more engaging chassis and that N/A engine. The car also looks wondrously purposeful with its widened track and haunches, and that slick vent aft of the front wheels. The yellow paint helps, too.

Unexpectedly, this could be an exercise in what BMW can learn from…Lexus. As BMW has seemingly broadened its cars’ appeal to a wider market, Lexus has now swooped in to claim that niche of making a superlative driver’s car. Why was our flabbergasted enthusiast from the beginning so surprised? Because a lot of people just plain don’t know that Lexus builds such rollicking driver’s cars. It could be the perfect successor to the all-time legend that is the E39 M5.

Track days happen every weekend across the country. Exploring the capabilities of a car can be an intoxicating addiction. Also, the track is far safer than the street. Many owners and drivers constantly change out parts on their track builds in pursuit of a perfect driving experience. This isn’t a cheap hobby, but for those that feel the emotional connection it brings, nothing can replace it. SpeedSF will be back at Laguna Seca on April 11-12. Check out SpeedSF.com to learn more and register. 

A late 3-time Formula 1 champion perhaps said it best of why we drive, in the pursuit of something more. “I was no longer driving the car consciously. I was driving it by instinct, only I was in a different dimension. I was way over the limit but still able to find even more. It frightened me because I realized I was well beyond my conscious understanding” – Ayrton Senna.   

Photos by Larry Weitzman and Sharplite Media

2019 Monterey Motorsports Reunion Earns its Masters

The Rolex Monterey Motorsports Reunion at Weathertech Raceway Laguna Seca may be an old event, but the scenes every August are anything but. Think more along the lines of a 15 year old Scotch rather than a Coors Light well past it’s suggested best-before date. Historic racing keeps getting bigger and bigger each year, with more events around the world as the fanbase grows and yearns for these iconic machines of yesteryear. Yes, it’s usually the same cars at each edition, but this installment had a new addition: the Masters Endurance Legends. What’s the Masters Endurance Legends? Let’s take a trip through a (relatively recent) memory lane.

All photos by Mitchell Weitzman and Daniel Blodgett

It Reminds Me Of…

The setting is Florida, early 2000s. The grid is lined up for the 12 Hours of Sebring. Up front is the Le Mans-conquering Audi R8. In GTS you have a Corvette C5-R, Saleen S7, and Ferrari 550 while GT features 996-generation Porsche 911 GT3 RSRs, BMW M3s, Ferrari 360s, and even a Panoz, too. This is the racing I grew up on, having formed the basis for my love of sports car and endurance racing. In fact, the 2005 12 Hours of Sebring holds a special place in my memory, as it was the first endurance race I ever watched.

Seeing the lineup of cars in this event gave goosebumps that made me feel like I was 12 years old again. Also, I was here at Laguna Seca in 2005 for the season-ending ALMS Monterey Sports Car Championship – I remember seeing some of these exact cars here. It was a most welcome return. Some say nostalgia is a condition, treating it like a disease. In this situation though, who cares.

The Masters series, though, extends further than just this one generation of racing cars, featuring racers from the 90s through the end of the 2000s. But the best part, and really, this is the best part: Most races at the Monterey Motorsports Reunion last the best part of 25 minutes to keep the action turning throughout the day and to get all the respective classes in. The Masters race, though? Double it. Hey, it does have endurance in the name. 45 minutes might not sound like endurance, but it’s an extra 20 minutes that you otherwise wouldn’t have. The longer i get to hear and see these cars on track, the better.

BMW In The Lead

Leading the way for the Saturday AM race was BMW legend Bill Auberlen in the mighty V12 LMR. The V12 LMR was BMWs prototype effort in the late 1990s that yielded overall victory at the 1999 24 Hours of Le Mans. Like the name suggests, it’s a V12 missile; no small-displacement turbocharging here. The wail from that sonorous mill could be heard from across the track. It was a favorite of mine in Gran Turismo, to see it take to the track with my own eyes was a fantastic sensory fulfillment.

A E92 M3 GT2, E46 M3 GTR, and E36 M3 also were part of BMWs factory efforts for the weekend, with factory drivers John Edwards and Connor De Phillipi behind the wheels of the former two. The M3 GT2, originally run by Bobby Rahal’s squad, has a flat-plane crank 4.0L V8, that sounds more akin to two smaller four-bangers at war with one another. The E46 M3 GTR, though, had a piercing, exotic wail from its own 4.0L V8, with Edwards bouncing the rev limiter at the end of the front straight each lap before nailing the brakes for the turn 2 hairpin. The E36, while lacking the specialness of the later model M3 race cars, was a joy to see on track with the highly exaggerated wide wheel arches and the smooth, almost vintage inline 6 soundtrack.

The Grammy Goes To..

Best sounding car of the group goes to that Ferrari 550 GTS, though. The raw, unfiltered, banshee of a V12 set the crowd alive. It truly makes me miss the real days of GT1, with large displacement V8s and V12s – the real bruisers. Newer, turbocharged GTE cars like the M8, Vantage, 488, and GT just can’t match the magic these older cars produced. The red livery of the 550 was most fitting as well – did you really expect it to be any other color? He spent most of the race dicing with the Audi R8, one of the most successful LMP1 cars ever. For those hoping to recreate the 2003 and 4 Le Mans battles between Corvette and Ferrari, it was a little disappointing to see the Ferrari and the lone, thundering C5.R never together racing on track.

Other exciting races? Formula 1 was back with a plethora of 70s and early 80s F1 cars. The Cosworth DFVs rang your eardrums for half an hour, but nobody was complaining at all. Seeing and hearing their splendor immediately made me want to rewatch Rush for the umpteenth time. Such fantastic machinery at a time when each car was notably different, as teams all were racing towards innovation as much as racing on the track. The ground effects-laden Lotus 91 led the pack in the ever-iconic John Player Special black and gold color scheme.

Pick Your Flavor

From there, the racing ranges from 1930s Grand Prix cars to 1950s Sports Cars worth millions of dollars, all the way to Group C/IMSA GTP cars. The latter produced a thrilling fight for the lead between the AAR Eagle MKIII and Mazda RX792, whose small, revving-to-infinity rotary faced the Eagle’s hugely boosted 4-cylinder. The Eagle was the most successful racer ever in IMSA GTP, taking 21 wins in only 27 events.

The Monterey Motorsports Reunion at Laguna Seca remains a fan favorite of Monterey Car Week. From the exciting action on track to the low entry price, it’s easy to see why. Plus, the paddock is free to walk through to see every car up close and allowing you to chat with mechanics and drivers. You can either go to a car show and simply look and gaze at classics, or, you could watch them race instead. Or you can go to them all, that’s what most do.

I love cars, but I love racing even more, and getting the chance year after year to see some of the most storied cars lap one of the world’s greatest circuits is the gift that keeps on giving. And this year, it only got better, thanks to the inclusion of that aforementioned new class. My hope is that the class only expands, basically to the point of being an exact recreation of that initial 12 Hours of Sebring I watched as a kid. I think I’m going to have to go play some Gran Turismo now…

Automotive Heaven at the Quail, Again. Monterey Car Week 2019.

Monterey Car Week 2019, how I miss you already. You may have read it here before, twice in fact, of this writer’s encounters at the Quail, A Motorsports Gathering. This fact remains, though: it’s worth writing about again and again. The Quail is more than just a car show, but an experience, not unlike being invited to the Palace of Versailles, albeit with cars. For those unfamiliar, here are the key components: The Quail Lodge during Monterey Car Week, fabulous cars (of course, it’s only obligatory), amazing people (and stars) you’ll meet, Michelin Star-worthy food and drinks, and your best mates with you to experience it all together. Heroically, every ingredient comes together in the perfect cocktail (one they figuratively and literally do serve, too).

Photo by Daniel Blodgett. The fairway at the Quail

Seriously, given a choice of blowing a wad of money in Vegas or going to the Quail, the choice is easy. This is an event for everyone – even if you have no interest in cars, the food (and the shear selection of food), will keep one entertained the entire day. And my, what food. More on that later, but just try not to salivate all over your keyboard or phone.

The People

Right off the bat though, let’s address those aforementioned stars: former F1 race-winner and FIA WEC Driver’s Champion Mark Webber, nine-time Le Mans winner Tom Kristensen, racing legend Hurley Haywood, Indycar hero Dario Franchitti, 12 Hours of Sebring winner Marino Franchitti, Daytona 24 Hours victor Scott Pruett, racing commentator and Le Mans class-winner Justin Bell, former MLB pitcher CJ Wilson, and actor James Marsden (I did not get a chance to ask him about Westworld…). I also met Henry Catchopole of Carfection films and evo, one of my heroes for automotive journalism. His video on the Quail can be found here. I’m sure there are some that I’m missing. For a racing fan like myself, it’s nigh impossible to meet all your heroes in one place outside of a track paddock.

Photo by Daniel Blodgett. Ford GTs out in force. Notice that C pillar aero design on the red car.

FOOD! And lots of it

Next, the food. The Quail famously has multiple tents with vastly different menus from around the world. Each pavilion had their own name, such as Pacific Coast Highway, Road to Hana, Atlantic Road, Ruta 40, Guoliang, and Spartanburg. So, what does each name mean? Glad you asked: The PCA featured the food of California, with a prawn and avocado aguachile in a tostada form, as well as heirloom tomatoes. Hawaiian reigned at Hana by showcasing an ahi tuna poke bowl, rice noodle salad, and a mango salad. Norwegian-themed Atlantic Road served slow-cooked salmon with juniper and dill dressings, absolutely crushingly crispy surkal potatoes, marinated cucumbers, and roasted beets. Honestly though, some of the best potatoes I’ve ever had.

The Quail Food Pavillion
Photo by Mitchell Weitzman. Inside one of the many Quail food pavilions.

Argentina came to life at Ruta 40 with hanging pierna de ternera, or, hanging beef cooked coals, ready to melt in your mouth. Hainan-style chicken with ginger-scallion and sweet chili sauce was the main course at the Guoliang tent of Chinese dishes while Slow smoked pork with a mustard-barbecue sauce represented the Spartanburg, South Carolina pavilion. Componere Fine Catering was responsible for the culinary creations. Too much food to list? Yes, I skipped over half the dishes, and it was hard choosing which to gloss over. Drinks? How’s this sound: Fernet, ginger beer, syrup, fresh lemon, and Angostura bitters – that would be the Two to Tango. Or the Bixby Breeze, with Bixby Gin, wasabi, Meyer lemons, sage, and tonic – ultimate refreshment in the sun.

Drinks at the Quail
Photo by Mitchell Weitzman. Refreshing drinks aplenty at the Quail

Live music is a thing in each tent, too. I heard classical renditions of popular ABBA songs and even Lorde covers by the talented duets and trios. On top of that, there was another area with oysters and caviar. The caviar did have a sizable line, but oysters? That did not, and they’re way better anyways.

Cars and more (super)cars

So then, the cars. To be fair, BMW didn’t exactly have a presence at the Quail besides the first car to ever be produced by the Spartanburg plant. That was cool. But let’s talk about the hypercars we all dream about each day. Part of the Quail this year was the celebration of the McLaren F1 (hey, it is BMW-powered!), of which Gordon Murray’s gifted child turned 25 this year, and it didn’t disappoint. Several examples of the iconic poster-star were on display. 25 years on, it has aged dramatically well, looking thoroughly modern and fresh still. This same weekend, an F1 sold for a staggering $19.8 Million at auction…and that was below estimates.

McLaren F1 GTR at the Quail
Photo by Daniel Blodgett. The ultimate version of the McLaren F1: the racing F1 GTR Longtail

You like Paganis, Koenigseggs, Bugattis? Don’t worry, you’re more than covered. Seeing the exquisite details in Horacio Pagani’s realized dreams in person is almost beyond belief as the nuances and traits outnumber what the eye can process. The first ever Zonda was present, too, and I must say, I do prefer the older Zonda to the Huayra. It’s a clean, almost simplistic shape in comparison, but striking still with its aggressive proportions. In fact, I feel the only way to properly describe how a Zonda looks is to say it looks like a Zonda. Then there’s the ultra-limited Huayra HP Barchetta. Oh man, is that a synthesis of holiness. A chopped windscreen, giant air intake over the open-cockpit and driver’s head, and a MANUAL transmission…just epic.

pagani Zonda HP Barchetta
Photo by Daniel Blodgett. The Zonda HP Barchetta. That chopped windscreen, huge snorkel right above the driver’s head, and a manual. Perfect.

The coolest Bugatti isn’t new

Christian von Koenigsegg brought the new Jesko, what will likely become the fastest car in the world. Will it top 300 MPH? It looks like it’s going that fast stationary. An amazing car to behold as a result. But, we need to address Bugatti. And I’m not talking about the new Centodieci that they unveiled at the show, but the classic, almost forgotten about…EB110. This was the product of the 1990s, a time that produced cars like the F50 and Jaguar XJ220. Talking with those who’ve driven all of them, the EB110 is considered way ahead of its time and of any contemporary. It was the future hypercar before any knew what a hypercar would be. It came armed with a tiny 3.5L V12, albeit with 4 turbochargers, all-wheel drive, a 6-speed manual, and everyday drivability. That last part is what has become the defining factor of the EB110, from chatting with Kris Singh (Instagram car enthusiast Lamborghiniks) about his own EB110. It has become one of my favorite cars ever in a rapidly short span of time as a result of its grandiose splendor and coolness. I had never seen more until Monterey Car Week 2019.

Bugatti EB110 Super Sport Carbon
Photo by Daniel Blodgett. My new favorite supercar. Carbon-clad EB110 Super Sport.

Of course there were Ferraris, too

Though, what’s a car show without multiple Ferraris and Lamborghinis? All sorts of flavors and vintages were present to showcase Maranello and Sant’Agata’s finest. So yes, there were plenty of each. Another favorite was a stunning verde 512 Boxer Berlinetta due to the sheer outspoken beauty.

Photo by Mitchell Weitzman. Stunning Ferrari Boxer Berlinetta in serene green

Not vestigial by any means, Quail was a crown jewel of Monterey Car Week 2019. Its flame burns louder every year it seems. People from all over the world attend (accents and languages from each continent will be heard), with racing drivers I worship, and celebrities in every corner of the fairway (I refuse to name the annoying ‘youtubers’ that attended or recognize them as somebodies) . Annoyances? Mark Webber took questions from the audience during an interview, and an attendee asked him about Will Power. All respect to Will Power, an incredible driver, but why would you ask someone like Mark Webber about somebody else? It was a Mark Webber Q&A, ask Mark something about himself! Soft-rant over.

Photo by Daniel Blodgett. Mark Webber took the stage at the Quail

The Monterey MVP?

Attend the Quail once, and you won’t want it to be your last, but the first of many. 3 years in, and consequently, I don’t plan on relenting one bit. It’s the automotive Met Gala, a celebration of cars and car culture. Monterey Car Week 2019 delivered as expected, but this, this is peak Monterey Car Week. You can view the official Quail video here as well.

The late great Anthony Bourdain once said, “The way you make an omelet reveals your character.” The organizers have figured out the perfect omelet, one of opulent and creative extravagance. Yet, certainly with a variety to make each bite feel like the first all over again.

First ever Spartaburg BMW
Photo courtesy of BMW USA. The first ever American BMW in Spartanburg, South Carolina
Photo by Daniel Blodgett. The new Koenigsegg Jesko. Can it break 300 MPH?
Photo by Mitchell Weitzman. The Aston Martin Vantage Concept formed the basis of the Vanquish.
Pagani Zonda R at The Quail
Photo by Daniel Blodgett. Remember when a 6:47 at the Nurburgring was only thought possible by a race car?
DeTomaso
Photo by Daniel Blodgett. Rip-off? Inspired by others for sure, but it is riveting in person